Vol. II 2016 ISSN Online 2

Journal of Marine Technology and Environment Year 2016, Vol.
2
ISSN 1844-6116
ISSN (Print): 1844-6116
ISSN (Online): 2501-8795 http://www.cmu-edu.eu/jmte
Journal of Marine technology and Environment Year 2016, Vol.2
This Journal has been founded in 2008 as a biannual publication of

Constanta Maritime University/ROMANIA
TOPICS
 Marine Science and Engineering
 Marine Environmental Issues
 Marine Renewable Energy and Sustainability
 Maritime Safety
 Marine Chemistry
 Marine Corrosion and Material Science
 Ship Design, Building Technologies
 Ocean Engineering
 Advanced Technologies for MET
 Advances in numerical methods for marine engineering
 Algorithms for multidisciplinary problems in marine engineering
 Other related topics
Editor in Chief
Mariana PANAITESCU (Constanta Maritime University/ROMANIA)
Vice Editor in Chief

Feiza MEMET (Constanta Maritime University/ROMANIA)
EDITORIAL BOARD
Prof. PhD. Angelica M.BAYLON (Maritime Academy of Asia and the Pacific, Mariveles Bataan, PHILIPPINES)
Prof. VAdm Eduardo Ma R SANTOS (Maritime Academy of Asia and the Pacific, Mariveles Bataan, PHILIPPINES)
Dr. Prof. Hu QINYOU (Shanghai Maritime Univeristy, Shanghai, CHINA)
Mahmoud Reza HAGHDOUSTI (Iran Maritime Ttraining Center, Teheran, IRAN)
DSc., Professor Irina MAKASHINA (International Education Center of Admiral Ushakov State Maritime University,
Novorossiysk, RUSSIA)
Prof. PhD. Igor SMIRNOV (Admiral Ushakov Maritime State University, Novorossiysk, RUSSIA)
Prof. PhD.Tomasz NEUMANN (Gdynia Maritime University, Faculty of Navigation, Department of Navigation,
POLAND)
Prof. PhD. Axel LUTTEN BERGER (University of Rijeka, Faculty of Maritime Studies Rijeka, CROATIA)
Professor of National Security Boyan Kirilov MEDNIKAROV(“Nikola Vaptsarov” Naval Academy, Varna,
BULGARIA)
Prof. PhD Eng. Petko Stoyanov PETKOV (University”Prof. Dr. Assen Zlatarov”, Burgas, BULGARIA)
Prof. Dr. Nil GULER (Istanbul Technical University, TURKEY)
Prof. PhD. Eng. Gheorghe-Constantin IONESCU (University from Oradea, Faculty of Civil Engineering and
Architecture, Department of Civil Engineering, Oradea, ROMANIA)
Prof. Ph.D. Eng. Fanel- Viorel PANAITESCU (Constanta Maritime University, ROMANIA)
Prof. PhD. Eng. Cornel PANAIT (Constanta Maritime University, ROMANIA)
Prof. PhD. Eng. Gheorghe BORDEA (Constanta Maritime University, ROMANIA)
Prof. PhD. Eng. Nicolae BUZBUCHI (Constanta Maritime University, ROMANIA)
Prof. PhD. Eng. Dumitru DINU (Constanta Maritime University, ROMANIA)
Prof. PhD. Eng. Dan POPA (Constanta Maritime University, ROMANIA)
Prof. PhD. Eng. Razvan TAMAS (Constanta Maritime University, ROMANIA)
Prof. PhD Eng. Gheorghe LAZAROIU (POLITEHNICA University, ROMANIA
Editorial Secretary:
Assist. PhD. Alexandru-Andrei SCUPI (Constanta Maritime University/ROMANIA)
Assist. Iulia-Alina ANTON (Constanta Maritime University/ROMANIA)
Assist. PhD. Eng. Ionut VOICU (Constanta Maritime University/ROMANIA)
Computerized Technoredactation:
Toma Anisoara (Constanta Maritime University/ROMANIA)
Web Administrator
Popescu George (Constanta Maritime University/ROMANIA)
SCIENTIFIC BOARD
Assoc. Prof. Ph.D. Eugen BARSAN (Constanta Maritime University, ROMANIA)
Assoc. Prof. Ph.D. Eng. Dumitru DELEANU (Constanta Maritime University, ROMANIA)
Assoc. Prof. Ph.D. Eng. Liviu-Constantin STAN (Constanta Maritime University, ROMANIA)
Assoc. Prof. PhD. Eng. Gabriel RAICU (Constanta Maritime University, ROMANIA)
Assoc. Prof. PhD.Eng. Alexandra RAICU (Constanta Maritime University, ROMANIA)
Assoc. Prof. PhD. Marusya LUBCHEVA (Black Sea Institute Burgas, BULGARIA)
Milen DIMITROV (Black Sea Institute Burgas, BULGARIA)
Assist. Ph.D. Stoianka Georgieva Tania PETKOVA (Assen Zlatarov University, Burgas, BULGARIA)
Dr. Docent Eng. Bohos APRAHAMIAN (Technical University of Varna, BULGARIA)
Assoc. Prof. of Navla science PhD. Kalin Spasov KALINOV(“Nikola Vaptsarov “Naval Academy,
Varna, BULGARIA)
Assoc. Prof. PhD. Nataliya Danailova NIKOLOVA (“Nikola Vaptsarov “Naval Academy, Varna, BULGARIA)
Senior Lecturer Captain Mahmoud El-Sayed El- BAWAB (Arab Academy for Science Technology
and Maritime Transport, Alexandria, EGIPT )
Assoc. Prof. Dr. Momoko KITADA, PhD, MSc/Dip. (World Maritime University, Malmö, SWEDEN)
Lecturer Capt Emre UCAN (Dokuz Eylul University, TURCIA)
Luis G. EVIDENTE (John B. Lacson Colleges Foundation, PHILIPPINES)
Assist Prof. Walter K. NADONY (Marine Transportaton and Environmental Management – State University of
New York Maritime College, Bronx, New York, UNITED STATES of AMERICA)
PETER IVAR SANDELL, Satakunta University of Applied Sciences Faculty of Technology and Maritime
Management Rauma, FINLAND)
JOURNAL ADDRESS
Journal of Marine Technology and Environment
Constanta Maritime University, 104, Mircea cel Batran Street, 900663, Constanta, Romania
Tel: +40 241 664 740/ 107
Fax: +40 241 617 260
E-mail: jmte@cmu-edu.eu
http://cmu-edu.eu/jmte/
EDITURA NAUTICA
Constanta Maritime University
CONSTANTA MARITIME UNIVERSITY, 104, MIRCEA CEL BATRAN STREET, 900663,
CONSTANTA, ROMANIA
CONTENTS
A REVIEW OF THE USE OF ECDIS FOR THE SAFETY OF NAVIGATION

1. ACOMI NICOLETA
Constanta Maritime University, Faculty of Navigation, Romania………………………………... 7
IMPLEMENTATION OF A NEW INTEGRATED MUNICIPAL WASTE SYSTEM IN

2. CONSTANTA COUNTY
1
ANTON CATALIN, 2ANTON IULIA-ALINA, 3PANAITESCU FANEL-VIOREL,
4
PANAITESCU MARIANA
1
Constanta “Ovidius” University, Faculty of Natural Sciences, 2,3,4Constanta Maritime
University,Faculty of Naval Electro-Mechanics, Romania………………………………………. 11
STUDIES CONCERNING THE STRUCTURAL RESPONSE OF THE

3. SHIP DURING REFLOATING OPERATIONS BY HER OWN MEANS
1
DUSE ANASTASIA - ELENA, 2VARSAMI CORINA , 3PANAITESCU MARIANA,
4
PANAITESCU FANEL-VIOREL, 5GROSAN NICOLAE
1,2,5
Constanta Maritime University, 3,4Faculty of Navigation and Naval Transport, Constanta
Maritime University, Faculty of Navigation and Naval Transport, Romania………………….. 17
CURRENT STATE OF SLUDGE PRODUCTION, MANAGEMENT, TREATMENT

4. AND DISPOSAL IN ROMANIA
1
GHIOCEL ANDREEA, 2PANAITESCU ANDREEA-VALERIU, 3PANAITESCU
MARIANA, 4TULEANU CONSTANTIN
1,2
Politehnica University of Bucharest, Faculty of Power Engineering,3Constanta Maritime
University, Faculty of Naval Electro-Mechanics, Romania, 4Technical University of Moldova,
Chisinau……….............................................................................................................................. 23
PERSONALITY FACTORS AFFECTED JOB INVOLVEMENT IN CONTAINER

5. TERMINAL
1
LOKE K.B., 2A.H. SAHARUDDIN, 3I. RIZAL, 4M.R. OTHMAN, 5A.S.A.KADER,
6
A.M.ZAMANI
1,2,3,4,5,6
School of Maritime Business And Management, Universiti Malaysia Terengganu,
Malaysia……................................................................................................................................. 27
COMPARATIVE PERFORMANCE ANALYSIS OF R134a AND R290/R600a

6. REFRIGERANTS IN A VAPOR COMPRESSION REFRIGERATION CYCLE
MEMET FEIZA
Constanta Maritime University, Faculty of Naval Electro-Mechanics, Romania……………… 31
THE SHORTEST PATH PROBLEM WITH UNCERTAIN INFORMATION IN

7. MARITIME TRANSPORT ROUTING
NEUMANN TOMASZ
Gdynia Maritime University, Faculty of Naigation, Gdynia, Poland…………………………… 35
DATA OF POLLUTION ON SURFACE WATER AND GROUNDWATER

8. NICHITA ELVIDAN - MARIANA, 1PANAITESCU MARIANA, 2PANAITESCU FANEL-
VIOREL
1,2
Constanta Maritime University, Faculty of Naval Electro-Mechanics, Romania…………….... 39
A METHOD FOR FLOW MODELLING OF VULNERABLE AREAS
1
9. PANAITESCU MARIANA, 2PANAITESCU FANEL-VIOREL, 3ANTON IULIA- ALINA,
4
ANTON CATALIN
1,2,3
Constanta Maritime University, Faculty of Naval Electro-Mechanics, 4Constanta “Ovidius”
University, Faculty of Natural Sciences, Romania……………………………………………… 43
VALIDATION OF DIVER’S THERMAL BALANCE EQUATION IN SUBSEA

10. HYPERBARIC ENVIRONMENT AT AIR DIVING
STANCIU TAMARA
“Diving Center”, Constanta, Romania…………………………………………………………… 49
CONSTRUCTION TESTING OF AN OFFSHORE PIPELINE USING NUMERICAL

11. METHODS
STAN LIVIU – CONSTANTIN
Constanta Maritime University, Faculty of Naval Electro-Mechanics, Romania……………….. 59
CAVITATION AROUND PROPELLERS EQUIPPED WITH ENRGY SAVING

12. DEVICES
VASILESCU MIHAIL – VLAD
Constanta Maritime University, Faculty of Naval Electro-Mechanics, Romania………………... 65
ISSN (Print): 1844-6116
A REVIEW OF THE USE OF ECDIS FOR THE SAFETY OF NAVIGATION
Nicoleta Acomi
Constanta Maritime University, Faculty of Navigation, 104 Mircea cel Batran Street, 900663, Constanta, Romania
E-mail address: nicoleta.acomi@cmu-edu.eu
Abstract: The use of electronic equipment for navigation is widely considered both necessary and useful. The
introduction of electronic charts and ECDIS equipment has substantially reduced the officers’ workload previously
burdened by paper chart navigation. The amount of time previously spent for handling and correcting the paper
charts during navigational watch gives the dimension of the effort required by the traditional paper navigation. The
valuable time saved by the paperless navigation offers the deck officer the possibility to properly lookout, evaluate
and assess the situation before making decisions. The advanced technologies offer multiple benefits, through
sophisticated functions, used during navigation to greater or lesser extent. These functions are generally regarded as
providing assistance for the safety of navigation and therefore their understanding is paramount. Several casualties
related to ECDIS navigation have proved that the deck officers over-rely on the electronic equipment. In many cases,
these officers failed to analyse and synthetize the information provided by the electronic equipment. This paper aims
at advancing factual information relating to ECDIS navigational incidents and analysing their occurrence with
regard to ECDIS implementation timetable. The main result of this review is the understanding of human resistance
to change, in spite of common openness to using new technologies.
Key words: ECDIS equipment, navigation incidents, ships, safety of navigation.
1. INTRODUCTION The transition to ECDIS covers a six-year

implementation period, July 2012 – July 2018. During
Electronic Chart Display and Information System this phase, according to the type of vessel and size, gross
(ECDIS) is a complex navigation tool developed “to tonnage (GT), the ship-owners have to fit the ships with
assist the mariner in route planning and route approved ECDIS equipment.
monitoring, and if required display additional The mandatory implementation starts with fitting
navigation-related information if required”, as specified the newbuild passenger ships with more than 500GT and
in the Performance Standards for ECDIS [1]. newbuild tankers with more than 3000GT in 2012 and is
The legal history of ECDIS starts in 1995 with expected to end in 2018 with the existing cargo ships
resolution A.817(19) [2] of the International Maritime with GT between 10,000 and 20,000.
Organization (IMO), that allowed the use of ECDIS as
bridge equipment on board conventional ships. The
statement that marked the acceptance of ECDIS was:
“can be accepted as complying with the up-to-date chart
required by regulation V/20 of the 1974 SOLAS
Convention”.
Five years later, in November 2000, the Maritime
Safety Committee (MSC) have accepted ECDIS “as
meeting the chart carriage requirements of the
regulation” [3], by revising Rule 19 of SOLAS
Convention, Chapter V, with amendments which entered Figure1 ECDIS implementation timeline [4]
into force in 2002.
In July 2009, the IMO’s MSC, adopted the carriage As the use of ECDIS software became mandatory
requirement, specifying that “all new and existing on board ships, in excess of thirty different ECDIS
vessels must install ECDIS on board” and established the manufacturers began the development of such a product.
Implementation timeline, illustrated in the Figure 1.
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ISSN (Print): 1844-6116
Because of the complexity of ECDIS and the The NTSB stated in their investigation report [7],
considerable number of equipment manufacturers, IMO that the probable cause of the allision was “the failure to
has set minimum Performance Standards, ensuring that safely navigate the vessel in restricted visibility as a
the equipment developed provided the minimum result of (1) the pilot’s degraded cognitive performance
functions required for the safety of navigation. from his use of impairing prescription medication, (2)
Being a modern electronic equipment, integrating the absence of a comprehensive pre-departure
almost all bridge tools with multiple functions available master/pilot exchange and a lack of effective
with one mouse click, it is likely for the navigators to communication between the pilot and the master during
over-rely on it. Therefore, the Manila Amendments to the accident voyage, and (3) the master’s ineffective
STCW, 2010 introduced the ECDIS mandatory training oversight of the pilot’s performance and the vessel’s
for deck officers and Masters. The IMO has established progress”.
the type and the content of training necessary to be Regarding the use of electronic equipment, it is
completed by users, the IMO Model course [5]. important to mention that the vessel was using vector
The use of advanced technologies in shipping is charts CM-93. Neither the pilot nor the master was
mainly directed towards optimization [6] and increasing familiar with the chart symbols, as resulted from the
efficiency. The following is a review of a series of post-accident interviews and the discussions recorded by
navigational incidents and near misses related to the use the VDR. Even if the electronic chart system was not an
of the ECDIS equipment. approved ECDIS, the symbols used for the conical buoys
were similar to those accepted by the International
2. ECDIS CASUALTIES Hydrographic Organization [8]. These symbols and their
characteristics are presented in Figure 3.
Marine accidents are investigated for several
reasons such as providing factual information,
establishing liability for insurance purposes, or
consolidating the regulatory framework. The
investigations of the incidents presented in this section
were conducted by different expert offices, the Marine
Accident Investigation Branch MAIB (UK), the National
Transportation Safety Board (US) and the Federal
Bureau of Maritime Casualty Investigation (US).
Factual information are presented below in the
scope of analysing the span of the incidents’ causes and Figure 3 IHO symbol used to represent conical buoys on
evaluating the extent to which the actual ECDIS training paper charts (left) and electronic charts (right) [8].
meets its purpose.
2.2. LT CORTESIA
2.1. COSCO BUSAN On the 2nd of January 2008, the container ship LT
On the 7th of November 2007, the containership CORTESIA ran aground on the Varne Bank sandbank in
COSCO BUSAN allided with the fenders situated at the the English Channel, during navigation from the Thames
base of the Delta tower of the San Francisco–Oakland Port to the Suez Canal [9], as presented in Figure 4.
Bay Bridge. Figure 2 presents the approximate intended
course of the COSCO BUSAN highlighted by the black
dotted line.
Figure 4 Navigation chart of the accident area [9]
Figure 2 Navigation chart of the accident area [7]
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ISSN (Print): 1844-6116
The investigation report concluded that the deck intended to prevent accidents of this nature were not
officer failed to assess the navigational situation and also utilised and the system warnings were not acted upon”.
identified that the ECDIS safety parameters were The vessel’s original passage plan, black line and
incorrectly set. Figure 5 presents the ECDIS “night” the revised planned routes recorded by AIS, red line, are
display and the extent to which the brightness can affect presented in Figure 7.
the visibility: the buoy symbols were hardly visible and
the contrast between areas adjacent to the Shallow
contour was low.
Figure 7 The original and revised planned routes [10]
2.3. CSL THAMES

On the 9th of August 2011, the bulk carrier CSL
Figure 5 Night display type THAMES, grounded in the Sound of Mull while on
passage from Glensanda to Wilhelmshaven, as presented
According to the investigation report [9] “If the in Figure 8.
chief officer had selected a better night display or had
chosen a 2 color-display in conjunction with a better
setting of the Safety Contour, he would have – even in
the night – noticed the absolutely non-navigable critical
depth representation of the Varne Bank”, then this type
of accidents could have been avoided.
2.3. CFL PERFORMER

On the 12th of May 2008, CFL PERFORMER
grounded on Haisborough Sand off the east coast of UK,
North Sea area [10] as presented in Figure 6.
Figure 8 AIS tracks of CSL THAMES (red line) and the

sailing vessel (blue line) [11]
From the MAIB investigation report resulted that

the intention of the THAMES’s officer was to alter the
course to the starboard of the planned route in order to
avoid collision with another vessel.
If properly used, the ECDIS should have alerted
him that the vessel will navigate into shallow water. The
investigation report reveals that “A safety contour setting
of 10 metres was inappropriate for CSL THAMES’s
draught of 10.63 metres. Taking into account the height
Figure 6 Vessel’s track over Haisborough Sand [10] of tide of 1.4 metres and an estimated squat of 0.9 metre,
the vessel would have grounded at a charted depth of
Besides the fact that not all the deck officers had 10.13 metres, before crossing the safety contour” [11].
been trained in the use of ECDIS, from the MAIB
investigation report [10] resulted that “the route plan 2.4. OVIT
took the vessel across Haisborough Sand, and the in- On the 18th of September 2013, the chemical tanker
built safeguards in the vessel’s ECDIS which are OVIT ran aground on the Varne Bank, Dover Strait
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ISSN (Print): 1844-6116
during its voyage from Rotterdam Netherlands, to of Radar/AIS overlay. But do they know how to
Brindisi, Italy, as illustrated in Figure 9. establish values of such parameters properly, how to
interpret the messages through which ECDIS
communicates or the limitations of ECDIS? The analysis
of the causes of accidents indicates the improper use of
ECDIS. This is likely to be the result of an overreliance
on the electronic system, without proper setting of
voyage parameters.
4. CONCLUSIONS
The inadequate use of the ECDIS equipment can

cause serious accidents. The software failure does not
seem to be the main cause of incidents while the human
Figure 9 Detail of Dover Strait passage plan [12] error does. Therefore, the solution for avoiding the
occurrence of accidents is in the navigators’ hands.
The MAIB investigation report [12], established Analysing the evolution of causes suggests that the
that “The passage was planned by an inexperienced and mandatory training period is too short for understanding
unsupervised junior officer. The plan was not checked by the system and their functionalities. The use of ECDIS
the master before departure or by the officer of the functions which was cause of most accidents may have
watch at the start of his watch”. Figure 10 presents the been included in the training curricula and taught during
ECDIS display with the planned route passing directly ECDIS courses. However, there is doubt regarding
over the Varne Bank. trainees’ understanding of the operation and the
importance of the ECDIS functions.
The results of this review highlight the need of a
thorough training, even extending the training period,
consolidated and confirmed by a more comprehensive
assessment of navigators’ skills and competencies.
5. REFERENCES
[1] MSC.232(82), Adoption of the Revised Performance

Standards for ECDIS, 2006.
[2] IMO Resolution A.817(19), ECDIS Performance
Standards, 1995.
[3] IMO's MSC, 73rd session, Proposed amendments to
SOLAS, 2000.
Figure 10 Area of grounding [12] [4] IMO, Circ. letter 2916, SOLAS Amendments 2008.
[5] IMO, ECDIS, Model course 1.27, 2012.
3. CAUSES OF THE ACCIDENTS [6] Neumann T., Method of choosing a better route in
shipping, Journal of Marine technology and
The analysis of the causes of ECDIS related Environment, Vol 2, 2015.
incidents reveals a major influence of the human [7] National Transportation Safety Board. Allision of
element. The failures of the team bridge in setting the M/V COSCO BUSAN with the Delta Tower of the San
ECDIS according to the intended voyage and the Francisco–Oakland Bay Bridge, 2009.
improper use of additional capabilities of ECDIS has [8] IHO, Presentation Library for ECDIS, Publication S-
conducted to several accidents. Such failures are: 52, 2008.
improper use of safety parameters, inadequate selection [9] Federal Bureau of Maritime Casualty Investigation,
of the display mode, improper voyage planning or not Investigation report of Grounding of the LT CORTESIA
using the route check facility. on the Varne Bank in the English Channel, 2009.
The degree of novelty of the above mentioned [10] MAIB, Report on the investigation of the grounding
functions may be low. Generally, deck officers appear to of CFL PERFORMER, 2008.
know common functions such as setting the safety [11] MAIB, Report on the investigation of the grounding
parameters, the purpose of the safety contour or the use of CSL THAMES, 2012.
[12] MAIB, Report on the investigation of the grounding
of OVIT, 2013.
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ISSN (Print): 1844-6116
IMPLEMENTATION OF A NEW INTEGRATED MUNICIPAL WASTE SYSTEM IN

CONSTANTA COUNTY
Catalin ANTON 1, Iulia-Alina ANTON 2, Fanel-Viorel PANAITESCU 2 & Mariana PANAITESCU 2
1
Constanta “Ovidius” University, Faculty of Natural Sciences, 132, Mamaia Street, 900721, Constanta, Romania,
e-mail adress:catanton@gmail.com
2
Constanta Maritime University, Faculty of Naval Electro-Mechanics, 104 Mircea cel Batran Street, 900663, Constanta,
Romania, e-mail address: marianapan@yahoo.com
Abstract: EU waste policy has evolved over the last 30 years through a series of environmental action plans and a
framework of legislation that aims to reduce negative environmental and health impacts and create an energy and
resource-efficient economy. The EU’s Sixth Environment Action Programme (2002- 2012) identified waste
prevention and management as one of four top priorities. In this paper we will present the implementation of a new
integrated municipal waste system in Constanta county. An important feature of the Constanta county, with
implications for integrated waste management is represented by the high degree of urbanization: 70% of the county
population lives in urban areas, of which over 70% in towns located in the Black Sea area. The overall objective of
the system of waste Constanta is developing an integrated, sustainable waste management, by improving waste
management based on adequate infrastructure, reducing the number of contaminated sites in the county, mainly
aimed at respecting the acquis communautaire of environment and having the effect to grow living environmental
and standards in Constanta County.
Key words: waste, management, county, Constanta.
1. INTRODUCTION construction waste by 2020. The Directive introduces a

five-step waste hierarchy where prevention is the best
EU waste policy has evolved over the last 30 years option, followed by re-use, recycling and other forms of
through a series of environmental action plans and a recovery, with disposal such as landfill as the last resort.
framework of legislation that aims to reduce negative EU waste legislation aims to move waste management
environmental and health impacts and create an energy up the waste hierarchy. (Figure 1)
and resource-efficient economy. The EU’s Sixth
Environment Action Programme (2002- 2012) identified
waste prevention and management as one of four top
priorities. Its primary objective is to ensure that
economic growth does not lead to more and more waste.
This led to the development of a long-term strategy on
waste. The 2005 Thematic Strategy on Waste Prevention
and Recycling resulted in the revision of the Waste
Framework Directive, the cornerstone of EU waste
policy [1]. The revision brings a modernised approach to
waste management, marking a shift away from thinking
about waste as an unwanted burden to seeing it as a
valued resource. The Directive focuses on waste
prevention and puts in place new targets which will help Figure 1 The Waste Herarhy [1]
the EU move towards its goal of becoming a recycling
society. It includes targets for EU Member States to It is notable that in several countries, municipalities
recycle 50% of their municipal waste and 70% of are grouping together in intermunicipalities or waste
11
ISSN (Print): 1844-6116
associations to approach waste management on a joint 2. STUDY AREA

basis. It is important to recognise that the size of local
authorities varies considerably across Europe. France has Constanta county has a total area of 7071 km2 and
35,000 communes whilst the UK, withroughly the same has a population of 723 831 inhabitants total. In terms of
population, has around 400 local authorities. On average, administrative, county includes 3 municipalities
thecommune would be one-hundredth the size of the (Constanta - city district capital, Mangalia Medgidia), 9
average local authority. As such, the need to collaborate cities (Baneasa, Cernavoda, Eforie, Harsova, Napa,
in larger units varies across countries. Navodari, Black-Voda, Ovidiu Techirghiol) and 58
It is also quite clear that private sector involvement communes.
differs across countries. At the European level, it can In the county of Constanta was established
probably be said to be increasing, but there is no firm "Dobrogea Intercommunity Development Association",
oneway trend in all countries. called ADI, registered on 02.02.2010, according to
It is quite clear that the way in which Member extract from the register of foundations and associations.
States implement Producer Responsibility legislation Constanta County Council - is a member of ADI
affects local authorities in different ways. In some and will participate with other members of the
countries, responsibility for the different fractions is association, according to its state, implementation and
given over completely to specific organisations (Austria, operation of integrated waste management system in the
Belgium, Finland, France, Germany, Luxembourg and county of Constanta.
Sweden) so that the municipalities are not paying for this According to the latest changes in the Law
collection. In others (France, Ireland, Italy and Spain), 101/2006 on the sanitation service of the localities, the
the local authority receives a payment but this does not County Council is the beneficiary of the project in that
cover the total collection cost. all goods purchased or produced by the project will enter
In other countries (Denmark, Greece, Netherlands the public domain of the County Council. County
and the UK), there is no direct funding of the collection Council will be the main actor in the management and
of packaging fractions. In Denmark, however, all implementation of the investments necessary for
municipalities are required to instigate either kerbside or integrated waste management system.
bring collections for paper and glass. The agreement Of the total county population, 105 125 inhabitants
between VNG (the association representing of 9 villages (towns: Mangalia, Navodari municipalities
municipalities) and the AOO (the Waste Management 23 August, Albesti, Castelu, Cogealac, Costinesti Poarta
Council of the Netherlands) requires local authorities in Alba, Seimeni) are not served by the project, since they
the Netherlands to seek to meet high rates of recycling are not joined to the Association of Development
for packaging. In the UK and Greece, however, there are Intercommunity (ADI) Dobrogea.
no such compulsions, although in England, statutory Waste management in cities that are not part of the
recycling targets for each local authority have been ADI is done either by private operators (Uranus SA,
established [1], [2]. Polaris, Iridex) or by local public services. They provide
The arguments concerning the relative merits of waste collection, transport and disposal of waste in
different approaches is somewhat complex, but the existing landfills.
question of who actually collects the material and how is These authorities will be responsible for ensuring
an important one. Where collection systems become observance of the regulations on reducing the amount of
fragmented (through introducing responsibilities upon stored waste, recycling and disposal in landfills.
specific actors for specific material), this can increase Existing facilities that can serve non-ADI localities
the costs of collection systems. are: Ovidiu waste landfill, sorting plant and landfill
It is well known that our society is a society of Costinesti, landfill Albesti.
growth and development. No doubt the primary The total population of the project area is 619 980
objective of any country is a continous economic growth inhabitants, of which 451 675 and 168 304 live in urban
. But this requires adequate protection of the areas live in rural areas.
environment in order to ensure sustainable development An important feature of the county, with
of society. Among the many environmental problems implications for integrated waste management is
that exist without doubt that waste is a major problem. represented by the high degree of urbanization: 70% of
The quantities of waste generated in an alert grow from the county population lives in urban areas, of which over
year to year and the impact they have on the 70% in towns located in the Black Sea area.
environment and therefore the community is increasingly The overall objective of the system of waste
higher. Constanta is developing an integrated, sustainable waste
Municipal waste management is a responsibility management (called SMID), by improving waste
primarily for government authorities but also for the management based on adequate infrastructure, reducing
population. the number of contaminated sites in the county, mainly
12
ISSN (Print): 1844-6116
aimed at respecting the acquis communautaire of Collection and transportation of municipal waste
environment and having the effect to grow living
environmental and standards in Constanta County. At feasability study phase, in consultation with
Regarding the specific objectives of the system, local beneficiaries of the waste management project
they have taken into account the following requirements: resulted in the sharing of the county in 6 areas, namely:
• Compliance with legal commitments assumed by Area 1 and Area 2 are located in coastal area of the
Romania's EU Accession Treaty [3]. Proposed county and includes major cities, as shown below:
investments will contribute to compliance with the
requirements of this Treaty, in compliance with relevant 1) Area 1 - Constanta, represents the northern part of the
Directives on waste management; coastal area, named after the capital of the county -
• Compliance with Environment legislation and other Constanta.
national targets, with regional and county waste Cities: The city of Constanta, Ovidiu cities and
management plans; Murfatlar.Comune: Trajan's Ovidiu, M.Kogalniceanu,
• Contribution proposed measures and investment plans Garden, Fantanele, Targusor, Sacele, Istria, M. Viteazu,
to achieve the objectives of national, regional and county Corbu.
waste management; Area 1 is the total population of 384 284
• Defining an investment program, which aim to identify inhabitants, accounting for nearly 60% of the total
priority investments in order to comply with the most county population and 80% of urban population served
important deadlines required; by integrated waste management system.
• Strategic development of integrated waste management Existing facilities for treating waste in the landfill
system, including sorting, transport, storage and other include ecological Ovidiu, sorting plant with small
treatment processes, closure and rehabilitation of capacity and small capacity decompost station in the
existing non-compliant landfills; village of Corbu and MM Recycling sorting plant in
• The efficiency of the proposed system, taking into Constanta.
account affordability and population services; By implementing integrated waste management
• Contributing to the improvement of environment and system, the existing infrastructure is completed with
living conditions; waste collection containers and the construction of new
• Develop appropriate institutional framework for a facilities and sorting and treatment of waste facilities :
services sanitation, as required by EU and national • sorting station
legislation. • mechanical-biological treatment station in the town of
Ovidiu.
3. WASTE COLLECTION Thus, the waste stream in Area 1 will be:
• Waste biodegradable waste - will be transported by
Current waste management system includes mechanical-biological treatment plant Ovidiu;
collection, transportation and final disposal services for • recyclable waste collected from households and
waste collected both from the public and from traders. economic agents will be sorted in existing stations in
In some rural areas, local authorities acting through their Corbu (waste generated in the county of Corbu), MM
public waste systems that do not have permits and Recycling (waste generated in Constanta) and sorting
licences. The equipment used is old and worn, and the plant which will be built in Ovidiu ( waste generated in
operations performed are simple. area 1);
Management of waste services could be achieved
by: 2) Area 2 - Eforie represents the southern part of the
• direct management of a service organization -By own coastal area, named after Eforie, a well-known Black Sea
operating integrated waste management system resort and also the main town in the area.
• Delegated Administration - by organizing an award Cities: Eforie, Techirghiol, Negru Voda
procedure under the law, by a licensed operator for each Common: Agigea, Baraganu, Mereni, Pecineaga,
area of waste management and integrated waste Topraisar, Tuzla, Cumpana, Amzacea, Comana,
management system. Chirnogeni, Limanu
Municipal waste is all waste generated in urban and The total population of Area 2 is 72 555
rural areas,of households, institutions, commercial inhabitants, representing almost 12% of the total county
establishments and service providers (waste), street population and 4% of the urban population served by
waste collected from public spaces, streets, parks, green SMID.
spaces, construction and demolition waste. Existing waste treatment facilities in the area are:
Include both municipal waste generated and ecological deposit from Costinesti new sorting plant
collected waste (mixed or separate) and uncollected built on the site of the landfill facility Costinesti and
waste generated. sorting station small capacity of Cumpăna.
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ISSN (Print): 1844-6116
After the implementation of integrated waste transportation of waste sorting station / transfer at
management system, existing infrastructure is Cernavoda [5].
complemented by purchasing containers for selective After the implementation of SMID, Current
collection of waste. infrastructure remains the same.
Thus, the waste stream in Area 2 will be: As a result, the waste stream in area 4 will be:
• Waste sorting recyclables will be transported to the • recyclable waste - will be treated in the sorting station
sorting plant on the site of the existing landfill ecological Cernavoda;
Costinesti, except Cumpana waste that will be sorted • Waste & biodegradable waste and street waste - will be
into the existing station in the village; transported to the station TMB Tortoman / treatment and
• Waste from street garbage cans street will enter the residues from waste station and TMB biostabilised be
sorting stations also mentioned above and those from stored on storage Tortoman.
residual waste and street sweeping will be stored in the
existing organic deposit in Costinesti. 5) Area 5 - Harsova represents the north-west of the
Areas 3,4,5,6 are located in the central and western county, named after the city Harsova.
county of Constanta, as presented below: Cities: Harsova (10 768 inhabitants)
Common: Ciobanu, Cross, Ghindaresti, Pantelimon,
3) Area 3 - Deleni represents southwestern corner of the Topalu Garliciu, Horia, Saraiu, Vulturu
county, named after Comuna Deleni. The total population in Area 5 is 28 524
Cities: Baneasa (5500 inhabitants) inhabitants, representing nearly 5% of the total county
Common: Deleni, Ostrov, Aliman, Lipnita, Oltina, population and 2.5% of the urban population served by
Dobromir, Ion Corvin, Adamclisi, Independence, SMID.
Dumbraveni There are no existing waste management facilities
The total population of Area 3 is 32 402 in the area.
inhabitants, representing nearly 5% of the total county By implementing SMID, existing infrastructure
population and 1.2% of the urban population served by will be filled with waste collection containers and the
the project. construction of a waste transfer stations in the city
Existing waste management facilities in the area Harsova.
were provided by PHARE project [3], which Thus, in the waste stream 5 will be:
implemented a system of selective collection and • recyclable waste will be transported from the transfer
transportation of waste. station Harsova long-haul trucks through the sorting
By implementing the integrated waste management plant on landfill site Tortoman;
system, the existing infrastructure is complemented by • Waste Waste & biodegradable and street waste will be
the construction of a waste transfer stations in Deleni transported from the transfer station Harsova by truck for
village. long-haul to the station MBT on site deposit Tortoman
Thus, the waste stream in the area 3 will be [4]: and residues from the station TMB and waste
• recyclable waste will be transported from station trasfer biostabilised be stored on storage Tortoman.
Deleni long-haul trucks through the sorting plant on
landfill site Tortoman; 6) Area 6 - Medgidia, is a central part of the county,
• Waste Waste & biodegradable and street waste will be named after Medgidia city.
transported from station trasfer Deleni by truck long- Cities: Medgidia (45 567 inhabitants)
haul by the treatment plant mechanical-biological (MBT) Common: Tortoman, Mircea Voda, N.Balcescu,
from the site Tortoman for treatment and residues from Cobadin, Cuza Voda, Ciocarlia Cave
the station TMB and waste biostabilised be stored on The total population is 74 521 inhabitants in Area
new warehouse built in Tortoman. 6, accounting for nearly 12% of the total county
population and 10% of the urban population served by
4) Area 4 - Cernavoda represents the Phare project SMID.
"Implementation of integrated management of municipal Existing waste management facilities in the area
waste", located in the western part of the county, named were provided by Phare, which implemented a system of
after the town of Cernavoda. selective collection and transportation of waste.
Cities: Cernavoda After the implementation of SMID, existing
Common: Saligny, Rasova, Silistea infrastructure will be completed by the construction of a
Area 4 is the total population of 26.420 inhabitants, new landfill, a sorting plant and a mechanical-biological
representing nearly 4% of the total county population treatment plants[6] in the town Tortoman.
and 5% of the urban population served by SMID. Thus, the waste stream in area 6 will be:
Existing waste management facilities in the area • recyclable waste will be transported to the sorting plant
were provided by Phare System selective collection and on landfill site Tortoman;
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• Waste & biodegradable waste and street waste will be 4. CONCLUSIONS

transported to the mechanical-biological treatment plant
and TMB station and residues from waste be stored on The idea that waste management can be integrated
storage biostabilised Tortoman. as an element that promotes the welfare of life and
To reduce the amount of biodegradable waste improves the ecological conditions of urban settlements
deposited on deposits was provided consistent measure lies firstly in recognizing the endemic nature of the
of purchasing individual composters for 50% of waste to be handled.
households in rural areas, all 6 areas. Secondly, ensuring effective waste collection
The figure below shows Constanta county map coverage leads to the reduction of air, noise and soil
(Figure 2) divided into 6 areas collection, and the next is pollution.
SMID waste stream in Constanta county., the existing Thirdly, social approaches such as knowledge
infrastructure is complemented by the construction of a transfer have shown to be effective in encouraging
waste transfer stations in Deleni village. sustainable household habits, which help improve
recycling and the reduction of gas emission in landfills
and waste dump sites. Lastly, creating enduring
partnerships of collaboration between parties contributes
to continuity in waste management practices and avoids
palliative improvements. This leads to sustainability in
the system humankind has established for living and the
preservation of the environment in which it exists.
5. REFERENCES
[1] European Commission, Being wise with waste: the

EU’s approach to waste management, Luxembourg
[2] European Commission, Costs for Municipal Waste
Management in the EU
[3] Consiliul Judetean Constanta, Sistem de management
integrat al deseurilor in judetul Constanta, Master Plan
revizuit, 2016 .
[4] Consiliul Judetean Constanta, Sistem de management
integrat al deseurilor in judetul Constanta, Studiu de
Figure 2 Areas collection in Constanta county[3] Oportunitate pentru fundamentarea si stabilirea
solutiilor optime de delegare a gestiunii serviciilor, 2015
[5] www..recycledevon.org
[6] Panaitescu, I.I., Panaitescu, F.V., Operational
management with applicability on antifouling maritime
ecological system, Journal of marine Technology and
Environment, ISSN 1844-6116, vol.1, pp.137-139, 2013,
Editura Nautica, Constanta, 2013
15
ISSN (Print): 1844-6116
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ISSN (Print): 1844-6116
STUDIES CONCERNING THE STRUCTURAL RESPONSE OF THE

SHIP DURING REFLOATING OPERATIONS BY HER OWN MEANS
Duse A.E.1, Varsami C. 2 , Panaitescu M. 3, Panaitescu F.V. 4 & Grosan N. 5

1
Constanta Maritime University, Faculty of Navigation and Naval Transport, 104 Mircea cel Batran Street, 900663,
Constanta, Romania, e-mail address: anastasia.varsami@yahoo.com
2
Constanta, Romania, e-mail address:corinagheorghe25@yahoo.com
3
Romania, e-mail address:marianapan@yahoo.com
4
Romania, e-mail address:viopanaitescu@yahoo.ro
5
Constanta, Romania, e-mail address:n_grosan@yahoo.com
Abstract : The paper presents the results of a very thorough and prolonged activity. Even if results are succinctly
presented, by graphics and diagrams, the volume of data behind them is a huge one, detailed in the paper’s
informations. In the first stage, starting from a very detailed body plan, the 3D model of the hull was conceived in
CAD/CAE - Solidworks. The level of complexity of the model is a very high one, but this one was limited as well by
the processing capacity of the calculus system used. In the second stage, the propeller’s maximum force was
determined when going astern, by a hydrodynamic analysis and then this force was applied as a percentage on the
ship in seven different studies, using loads of 100%, 95%, 90%, 85%, 80%, 60% and 40%. In order to perform these
studies the CAE ANSYS12.1 was used. In the end of these studies an interesting conclusion is reached from the
scientific point of view finalized by a very useful recommendation for masters.
Key words: response, ship, refloating, model, propeller, force.
1. INTRODUCTION and structural loads generated by the respective situation

are applied [1], [2].
During maritime transport it happens many times
for ships to go aground. There are various causes for this 2. METHODS AND RESEARCHES
combining usually human error with unfavourable
meteorological conditions. In most cases, crews try and The model adopted for performing this study is that
usually succeed to refloat the ship by her own means. of an oil tanker [3] with the following characteristics:
The procedure is a relatively simple one consisting of  Maximum length-333 m;
moving weights from bow to stern if possible and  Length between perpendiculars-320 m;
putting the main engine astern in different rudder angles.  Maximum width-60 m;
In this paper the results of analysis performed by  Displacemnt-364018.9 metric tones;
the finite element method are presented when applied  Draught when fully loaded-22,522 m’
through the specialized software.  Height of the free board when fully loaded-4.65
In order to determine the structural response of the m (Figure1).
hull’s construction elements, first a study may be
developed in order to create the refloating process
conditions, using the hull’s model on which pressures
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Figure 3 Execution stages for the three dimensional

model. 3b. Cylindrical section [2]
Figure 1 VLCC Ship, chosen for developing the

geometrical model [4]
The execution of the hull had as a basis the ship’s

body plan [3], modelling first the plating and bridge
parts after which rigidity element were added (Figure 2).

model.
3c. Forecastle section [2]
Figure 2 The basic Body plan for the mathematical

model [2]
In order to simplify the modelling process, limited

first of all by the available calculus power, from the 231
couplers, 40 theoretical couplers were used, and rigidity
model.
elements of the structure were also simplified. The
3d. Bow section [2]
model was executed with the CAD SolidWorks 2010
software (Figure 3, a, b, c, d, e).

model.
3e. The ship’s hull [2]
It was considered that the plating parts have a width

Figure 3 Execution stages for the three dimensional between 10 and 13 mm, made of steel type AISI 1080,
model. 3a. Stern section [2] normalized at 900°C and cooled under air.
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2.1 Determination of loads applied to the model:

In order to establish the loads to be applied on the
model, this is subjected first to a study CFD performed
through CAD / CAE Ansys 12.1 – CFX.
In order to get as high an accuracy as possible, it
was used the model on a 1:1 scale, applying a refinement
of the digitized structure from the limit layer area (Van
1998). The model used for this study is the one
developed for the structural analysis [2].
The simulation parameters were established,
considering that during the refloating procedures the ship
has not the maximum draught, setting therefore a 7m
draught both at the bow and stern. Also, for the
functioning conditions of the propelling installation Figure 6a. Pressures’ variation in the floating plan
when going astern, a maximum speed of 5 knots was
considered, corresponding to the speed of 2.6 m/s. The
calculus field is limited to 50m from the stern area and
four time the maximum length, on the Oz axis,
respectively four time the maximum width and height of
the model on Ox and Oy axes (Figure 4).
Figure 6b. Speeds’ variation in the floating plan
Figure 4 Determination of the calculus domain [2]
Following the digitization process 393208 knots

and 1478147 elements resulted for the whole digitization
structure of the model (Figure 5).
Figure 6c. Pressure’s variation around the

ship’s hull
Figure 5 Digitized structure of the model and work

domain [2]
In the next figures variations of the values of forces

are graphically represented as well as pressures and
speed at the flow around the immerse hull (Figure
6a,b,c,d). Figure 6d. Speed magnitude variation around
the hull
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2.2 Results of the water flow study: arising pressures and to establish the convenient
Following the study of the results, the conclusion is maximum regarding the hull’s pressures and the
that in order to analyse the structure it should be kept in pushing/towing force of the main engine. The purpose is
view a towing force of 219.86 kN, corresponding to an for this determination to be expressed also as a
approximate load of 12% of the nominal power of the percentage of the available power of the main engine.
main engine when making headway (Figure 6a, b). In order to reach such a desire, a structural static
analysis is considered to be appropriate, considering the
fact that registered peaks do not vary according to the
simulation time. 3D-FEM (Ansys) model is developed
for the supplementary pressures’ analysis in the VLCC
tanker’s structure, in the initial grounding phase
(displacement from the grounding location, zero speed of
the ship) with the ship’s own propulsion, in the case
without water hole (light grounding), for the case of
loading when damaged (7m draught).
The model presented in figure 3 was simplified, on
one hand establishing a symmetry plan, defined by the
Figure 6 Results of the water flow study ship’s longitudinal plan, and on the other hand, the
6a. Force variation on Oz direction (floatability) model includes the main platting for the ship’s hull, with
a very simplified idealization of the frame elements,
without pressures from her own weight and hydrostatic
push, considering as a reference the case of equilibrium
ship – fluid – ground in the light grounding stage.
Practically the extreme case is considered when in the
initial phase of displacement, the friction force is very
high (modelled through constraint), including 7 values in
the study for the longitudinal towing force (generated by
the ship’s own propulsion system) starting with 100% of
the pushing force and continuing with 95%, 90%, 85%,
80%, 60% and 40% of the pushing force.
In figure 7 the geometrical model used for the
Figure 6 Results of the water flow study. simulation is presented and in figure 8 is the geometrical
6b. Force variation on Oy direction (resistance model after applying the symmetry plan.
when making headway)
This resultant force when going astern in the case

of the free body ship, calm water case, is the force which
needs to be added to the friction force resulted from the
contact between the bottom bow – ground (light
grounding), in order to determine the total towing force
at the maximum speed of 5 knots, corresponding to an
intermediary transitory stage of the displacement Figure 7 The complete geometrical model used for
operations when refloating the ship (in the initial phase simulation
t=0 of the refloating operations the ship’s speed is zero).
2.3 Structural analysis of the hull’s response in the

situation of refloating the ship by her own means:
It is well known the fact that in order to re-establish
the manoeuvring capacity of the ship if she goes
aground, there are two possible alternatives:
1. Refloating the ship by using the propulsion
system onboard;
2. Refloating the ship by using tug boats – push Figure 8 The geometrical model after applying the
boats. symmetry plan
In the first situation, when trying to refloat the ship
by her own means, the purpose of such a structural The geometrical model was introduced in the
analysis is to determine the ship’s hull response to sequence software CAD / CAE Ansys Workbench 12.1.
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In the next stage, the defining manner of constraints and

loading models was established (Figure 9).
Figure 9 Edge conditions and FEM structural model Figure 12 Von Misses tensions for 40% of the
loadings maximum towing force
a – constraint in the contact area with the bottom
In the Figures 11 and 12 variation of equivalent
tensions von Misses for the different loading cases are
presented. It is noticed the fact that in the joining area of
plates right near the constraint area, tension enhancers
are registered generating peaks of the determined values.
Analyzing the maximum values of tensions equivalent
and comparing them with the established value for the
limit flow of the material used (55x107 N/m2), it is
noticed the fact that for neither of the analyzed cases
Figure 9 Edge conditions and FEM structural model does not exist the danger of reaching some characteristic
loadings values for the plastic deformation field.
b – towing force Further on, the study of specific deformations
proceeds on the development direction of the towing
As previously mentioned, the model will be force in order to determine the areas in which they reach
considered as constrained in the contact area with the maximum values (Figure13, a,b).
ground, on the surface of 32 m2 (figure 9), and
afterwards it will be applied at the pushing bearing level
with a force uniformly distributed on its surface on Oz
direction.
For all considered situations, the maximum values
for the Equivalent Tensions Von Misses are established
in the limited interval by the couplers 4-5 (figure 10).
Figure 13 Movements on Oz axis for the simulated

situations
a. Movement on Oz axis for maximum
towing force
Figure 10 Bow section, limited by the theoretical couples

4 and 5
In Figure 10 local variations of the Von Misses

tensions are presented for the analyzed model.
Figure 13 Movements on Oz axis for the simulated
situations
b. Movement on Oz axis for 40% of the maximum
towing force
As expected, the maximum deformation area along

the Oz axis is the joining area between rigidity elements
Figure 11 Von Misses tensions for the maximum at the stern and the pushing bearing. This leads to an
loading case
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ISSN (Print): 1844-6116
interest for facts related to elastic deformations This distribution of elastic deformations become of
developed on the pushing bearing level (Figure 14,a,b). interest also in the joining area of the plates right near
the constraint area (Figure 15a,b).
3. CONCLUSIONS
Considering the registered values for the observed

dimensions, it can be noticed that the structure’s answer
during a possible refloating manoeuvre is favourable,
Figure 14 Elastic deformations resulted for the
without the existence in normal conditions of the
analyzed situations
suspicion of touching the rupture limits for the
a. elastic deformations for the maximum
plates’material and rigidity elements.
value of the towing force
At the same level, relatively high values of
movements being observed, which in the maximum
towing forces area reach peaks of over 10mm, in order to
overcharge the joints of the structural elements, the
avoidance of applying forces with amplitudes higher
than 175.88 kN may be considered.
For this value of the towing force, considering the
existent main engine onboard the ship taken as a model
(MAN B&W 7S80ME-C) and considering the next
Figure 14 Elastic deformations resulted for the estimated values of capacity of the component elements
analyzed situations of the propulsion system:
b. elastic deformations for 80% of the maximum - propulsion capacity: 50%;
value of the towing force - axes line capacity: 98%;
- mechanic capacity of the main engine: 80%.
Given that the maximum and minimum values are
It results in the next values for established powers
registered in the same areas and distribution of elastic
on the level of every element in the propulsion system:
deformations is similar for all cases, in figure 6 only the
- towing power: 1356.03 kW;
cases in which amplitudes have the highest values were
- propeller power: 2643.34 kW;
presented.
- indicated power of the main engine: 2996.68 kW.
Knowing the effective power of the main engine,

respectively 31570 kW [3], [5] and reporting to the
determined power for the studied situation, it results in a
charging of the main engine of 9.5% of its nominal
power.
a. Elastic deformations resulted for the 4. REFERENCES

maximum value of the towing force
[1] Dinu, D., Stoian, M., 2008, Distorsional simulation
in the study of flow through circular conduits, Journal of
marine Technology and Environment, vol. 1, Nautica
Publish House, 2008.
[2] Varsami, A.E., 2013, Contributions regarding the
improvement of refloating methods for sea going ships,
Doctoral thesys, Constanta Doctoral School, 2013.
[3] http://[www.man.com.
b. Elastic deformations resulted for 85% of [4] http:// www.aukevisser.nl.
the maximum value of the towing force [5] http:// www.simman2008.dk.
Figure 15 Elastic deformations resulting in the

constraint area
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CURRENT STATE OF SLUDGE PRODUCTION, MANAGEMENT, TREATMENT AND

DISPOSAL IN ROMANIA
Andreea Ghiocel1, Valeriu Panaitescu 2, Mariana Panaitescu 3, Constantin Tuleanu4

1
Politehnica University of Bucharest, Faculty of Power Engineering, 313, Splaiul Independentei, 060042, sector 6,
Bucharest, Romania, e-mail address: ghiocel.andreea@gmail.com
2
Politehnica University of Bucharest, Faculty of Power Engineering, 313, Splaiul Independentei, 060042, sector 6,
Bucharest, Romania, e-mail address: valeriu.panaitescu@yahoo.com
3
Romania, email address: marianapan@yahoo.com
4
Technical University of Moldova, Chisinau, email address: ctuleanu@mail.ru
Abstract: For many years, the large amount of sludge generated at the WWTPs in Romania has been of great
trouble, raising significant concerns for plants operators. This paper reviews the current situation of sludge
production, management, treatment and disposal routes. The continuous development of the wastewater sector and
the need to align to the European regulations that state that all settlements with over 2000 inhabitants should have
sewerage systems connected to a wastewater treatment plant which includes a sludge processing line, will lead to a
great increase in the total amount of sludge generated. The total sludge production in Romania has been growing in
the past decade and current studies estimate that by the end of 2018 the total amount will exceed 400000 tonnes.
Choosing the most appropriate sludge treatment technology is a key factor in the application of integrated sewage
sludge management system. Together with economic and social considerations, sludge managers need to implement
more sustainable management systems. Decision makers should combine in an optimum way the alternatives for
sewage sludge handling, considering all available information on technical, economic and environmental issues.
Key words: disposal routes, impact, sludge management, treatment, WWTP
1. INTRODUCTION effluent– the treated water and a number of by-products

consisting in the materials resulted in the separation
Recent investments in wastewater treatment process. From a quantitative perspective, the most
technologies have led to an increase in the annual important by-product that results from the wastewater
quantities of sludge generated from this processes. treatment process is the sludge.
Sludge has many toxic substances such as pathogens, According to EU negotiations, by December 31,
heavy metals and some organic contaminants, which can 2018, Romania has the obligation to enter into full
cause serious environment pollution. Therefore, sludge compliance with EC Directive 91/271/ EEC. All cities
treatment has always been a great challenge, so it is with more than 2000 inhabitants should be served by
essential to manage, treat and dispose it properly. wastewater treatment plants and so the sludge production
The main objective of this study was to will increase. The available data on the current situation
comprehensively review the current status of sludge regarding the sludge management in our country is
production, management, treatment and disposal routes synthesized in the National Wastewater Sludge
in Romania, based on recent available data. According to Management Plan [2].
the overall situation, future option for integrated routes
of sludge treatment and disposal were presented. 2. CURRENT SITUATION
For this purpose, data were obtained from statistical
reviews, literature, government reports or official Typically, for European countries four different
websites, professional organizations and field reports. types of disposal make up a considerable share of the
The wastewater treatment consist in a complex of total volume of sewage sludge treated: agricultural use,
mechanical, physical, chemical and biochemical incineration, landfill and composting. If for the western
processes. This processes have as a result a primary European countries at least three quarters of the total
23
ISSN (Print): 1844-6116
amount of sludge was used as fertiliser in agriculture, by reported incineration as their principal form of treatment
contrast, around two thirds of sewage sludge was for disposal, discharge into controlled landfills was
composted in Lithuania and Finland, rising to 86.6 % of practised as the principal type of treatment in Malta
the total in Estonia. While the Netherlands, Belgium, (where it was the sole form of treatment), Romania and
Germany, Slovenia and Austria (as well as Switzerland) Italy, as well as Bosnia and Herzegovina.
*Source: Eurostat
Figure 1 Sludge disposal in Europe
Table 1 shows the total amount of sludge generated or other recycling. As Romania was getting more and
by Romanian wastewater treatment sector over the past more connected to the European framework, by
few years (2007-2014), with the main routes of disposal developing new WWTP, implementing new wastewater
that were applied. As we can see, in our country, the treatment practices and modernising the existing ones,
main practice when it comes to sludge disposal is land 2013 and 2014 brought a significant increase in the total
filling (90 to 95%), while the rest is disposed in amount of sludge generated by this sector.
agricultural fields as soil conditioner/fertiliser (5 to 10%)
Table 1. Sludge amounts generated in Romania. 2007 – 2014
Types of sludge Exp. Measu Years

treatment re
units
Year Year Year Year Year Year Year Year
2007 2008 2009 2010 2011 2012 2013 2014
Total sludge DS Thou 99,5 79,21 120,47 82,0 114,1 65,8 172,6 192,33
production tonnes 5 6
/ year
Sludge DS Thou 43,9 39,6 44,74 36,5 36,64 37 172,39 192,33
disposal tonnes 3 8
/ year
Agriculture DS Thou 0,74 0,49 0,11 1,93 1,84 2,24 8,01 13,05
use tonnes
/ year
Compost DS Thou 2,73 1,96 15,82 1,33 0,17 1,31 0,28 0,2
tonnes
/ year
Landfill DS Thou 44,4 35,97 58,09 40,5 73,95 42,98 117,65 145,14
tonnes 3
/ year
Incineration DS Thou : : : : 0,02 0,43 : 1,24
tonnes
/ year
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Other DS Thou 7,73 1,2 1,71 1,71 1,48 1,41 46,45 32,7
proceeding tonnes
/ year
*Romanian National Insitute of Statistics
When it comes to the conditions for sludge disposal of contracting parasites, bacteria or viruses due
(sanitary landfill), these are regulated by the Government inhalation or contact.
Decision no. 349/2005 on waste disposal. Considering
the present strict regulations and the limited number of 3. FUTURE SCENARIOS
the potentially suitable disposal sites only regional
sludge deposits can be considered. It is also As the agricultural use of sludge, by direct
desired/required that below the deposit a water tight application, as well as landfilling of sludge are subject to
layer should be established to prevent infiltration into the more and more regulatory control, there is a constant
ground water. Selection of the feasible site has to fulfil requirement from WWTP operators for tailored sludge
other criteria as well. Among these the most important treatment systems. There are many ongoing research
ones are the safety distance from various establishments projects that aim at the development of new and
such as residential areas, public roads, river dikes, etc. innovative solutions for the best sludge management
Another point is that the land should not be of high value techniques. Some of the scenarios are discussed below.
from an agricultural point of view and the future In Romania, a fifth of agricultural land is suitable
development plan is not to be intercepted by the for sludge application, the criteria being a gradient of
establishment of the sludge deposit. Finally, economic less than 10% and alkaline soil. However, crops must be
points have to be considered as well. Among these the compatible with sludge disposal and land must be close
distance of transportation should be minimized, but enough to a wastewater treatment facility for cost-
occasionally the presence of natural depressions, or pits effective transport. In parts of the country concentrations
of former mines are taken into account. Usually, upon of heavy metals in the sludge are too great to allow
finishing disposal operations shrubs and forest are agricultural use, therefore there is the need to implement
planted on the top of the area, a practice that is very other treatment options for the generated sludge.
rarely taken into account in our country. The National Wastewater Sludge Management Plan
Agricultural use of raw sludge or other composting mapped out alternatives for agricultural use of sludge,
practices is encouraged by national authorities as the best identifying cement kilns capable of using dried sludge as
way for recycling, while landfilling is considered the a fuel, plus other sites where waste to energy sludge
worst. Directive 86/278/EEC on Sewage Sludge in incinerators could be built. Using anaerobic digestion or
Agriculture requires, however, that no-one may permit thermal treatment technologies to produce combustible
the use of sewage sludge on agricultural land unless biogas are also some of the most attractive options.
specific requirements are fulfilled. This aims at avoiding More and more research activities are directed to the
the accumulation of toxic substances, especially heavy utilization of waste sludge as a renewable resource for
metals that might reach excessive levels in the soil after energy recovery. This should be the most appropriate
a number of applications. In Romania, the 344/2005 way to manage the continuously increasing waste sludge
Order states the technical norms for environmental generation effectively in order to meet the very stringent
protection and especially soil, when using sludge from environmental quality standards. At the same time this
wastewater treatment plants in agriculture. will be a good example of how to sustain the supply of
A great care should always be taken when applying reliable and affordable energy for our future generations
sewage sludge to land in order to prevent any form of and ourselves.
possible environmental impact. The sludge must not The valuable characteristics of sludge, including
contain any non-degradable materials, such as plastics, high energy and nutrient content, is driving the scientific
or others. The sludge transport by tanker from sewage community to change their point of view and consider
treatment plant to agricultural land can create traffic sludge as a viable resource of energy instead of a waste.
problems and give rise to noise and odour nuisance. The It may be an important move towards the development
transport vehicles should be carefully selected for their of a sustainable sludge management solution but also an
local suitability and routes chosen so as to minimize energy generation solution to fulfil the present and future
inconvenience and any risks. The risk associated with energy requirements and thus reduce the dependency on
sludge usage in agriculture are related to the non-renewable resource.
accumulation of HM, pathogens, organic pollutants in For this reason, incineration of sludge for energy
soil, GHG emissions, (e.g. CH4 and N2O), leakage of recovery purposes is expected to increase, even though it
sludge from the transporting tanker, sludge dehydration can be a capital intensive investment and it is also
costs overcomes the benefits, the sludge is not carefully subject to strict regulation pertaining to combustion
spread in the area rising the possible human health risk criteria, management of the emission gasses and so on.
25
ISSN (Print): 1844-6116
much more than the sludge from a single wastewater

treatment plant. But in any way, the sludge that will be
received by a cement factory will normally be dewatered
(decanter, centrifuge, belt filter press). After the
dewatering process, the sludge typically has a dry solids
content of approximately 18-25%, and sometimes up to
35% if stabilization has been applied. [3]
There are many other solutions (in various stages of
testing/implementation) for processing the sludge and
turn it into fuel, such as carbonization system to recycle
sewage sludge for electric power generation fuel,
Figure 2 Sludge to energy – an alternative to the usual pelletizing and incinerating it in special designed thermal
disposal routes boilers, but there is still a long way with a lot of work to
do, for the Romanian operators to be able to implement
The road from being a waste product to one that can these type of solutions. For this, it is of great importance
produce both useful material and energy requires the the support from the local authorities, regarding the
sludge to be submitted to a thermal process with the funding of this type of projects, from research activities
following special features: there should be a conducted in this field, to testing demonstrators and pilot
considerable reduction in the sewage sludge volume (by installations.
thickening, dewatering, drying) and also, the alternative
fuel that is generated to have a calorific value 4. CONCLUSIONS
comparable to that of a traditional fuel.
As we mentioned above, one of the options Traditionally landfilling and agricultural use are
considered for future implementation is incineration of two of the most popular techniques used in present days
sewage sludge in cement factories, an option that is for the management of the sludge in Romania. However,
gaining more and more interest worldwide. In addition to the industry is evolving and a number of developments
the fact that municipalities can solve the problem of how that extract more energy from sludge are either being
to dispose of dewatered or dried sewage sludge, cement implemented or are nearing the full scale demonstration.
factories offer the perfect facility for the required sewage Taking into account this fact a number of alternatives to
sludge treatment. The dried sludge can be used as fuel the landfilling option are either already implemented or
and, depending on its content, it can replace a significant ongoing in other countries, there is a great the need to
part of costly fossil fuels, such as coal. After being dried bring this innovative solutions to our system as well,
to >90% dry solids, sewage sludge normally shows working to tailor them for the current Romanian
calorific values of 10 to 12 MJ/kg. situation. It will require a great amount of work and
The benefit of combining a sewage sludge drying cooperation from wastewater companies as well as
installation with the cement production process in a public authorities, to share information and expertise so
factory is the perfect environment for the sewage sludge that existing success solutions can be reproduced and
drying line. Cement processes normally generate a lot of adapted country-wide. With less than 10% of sludge
waste heat that can be used as a heat source for the going to agriculture in the past years, the collective goal
demanding sewage sludge drying line. For this reason, is to dispose of 50% in this way by 2019. Entering the
the sewage sludge drying installation will not require next decade, it is hoped that waste to energy plants will
external heating sources, minimizing in this manner, the be up and running, usefully diverting the other half from
costs for the thermal energy, which is the largest share of landfill.
the overall operating costs for the drying lines for
wastewater sludge. An essential requirement for treating 5. REFERENCES
sewage sludge in a cement factory facility is the
flexibility of the sewage sludge drying system that [1]. Bodzek et al., 1997; Feng et al., 2014; Zhang et al.,
should be valid for different kinds of sewage sludge. 2009a
Normally, cement factories take sludge from [2]. National Wastewater Sludge Management Plan, Ist
various stations, where the sludge may also be submitted part, June 2011
to different forms of pre-treatment, so the sludge [3]. https://www.andritz.com/
consistency at the intake of a cement factory will vary
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ISSN (Print): 1844-6116
PERSONALITY FACTORS AFFECTED JOB INVOLVEMENT IN CONTAINER

TERMINAL
1
LOKE K.B., 2A.H. SAHARUDDIN, 3I. RIZAL, 4M.R. OTHMAN, 5A.S.A.KADER, 6A.M.ZAMANI
School OF Maritime Business and Management, Universiti Malaysia Terengganu, Malaysia

21030 Kuala Terengganu, Terengganu
1
Corresponding Author: loke.k@umt.edu.my; +6096683318
Abstract: Employees with higher job involvement would pay attention to their work. At the same time, it would
increase organizational efficient and effective. Therefore, this study analyzed the personality factors and job
involvement in container terminal, to determine the personality factors that affected the degree of job involvement.
Mann-Whitney U and Kruskal-Wallis tests are used to analyze the data. The results are displayed that education
background and job specification are affected the job involvement. The initial output can use in managerial decision
making, to assist in organization planning.
Key words: job involvement; personality factors; container terminal; managerial decision making.
1. INTRODUCTION Various studies have done toward job involvement

with different chareteristics. Jayawardana et.al. (2013)
The employee is an asset to a company. Every used job involvement to analysed the productivity
degree of job involvement increment among the outcomes of middle managers in a garment sector. The
organization's members would increase the higher performing managers experienced higher
organizational effectiveness. This is supported by perceptions of organization support. They are more
Elankumaran (2004) statement; job involvement can be resulting in social relationship, job satisfaction and lower
defining as an important variable to optimize turnover rate. His study highlighted that organization
organizational effectiveness. Therefore, job involvement need to pay attention to factots affecting job involvement
is selected as a key indicator for the effectiveness and receiving organization suport. Besides, Tastan and
measurement of this studied. Besides, the personality Turker (2014) also highlighted that organizational
factors that affected the degree of job involvement in a culture having positive relationship with job
container terminal also be studied; likes age, marital involvement. It is further supported by Fletcher (1998),
status, educational background, and job specifications. Ho (2006), Manetje and Martins (2009), and Quyang
et.al. (2010), they indicated that employees would
2. OVERVIEW increase their job involvement and job commitment if an
organization culture giving supporting to their
Job Involvement is a expression and attitude of a employees and achievement oriented. However,
person towards their work. The people whom has high Rabinowitz et.al. (1977) claimed that job involvement is
job involvement would consider their work as important a personal characteristic, its affected by personality
part in their life; They would satisfied with their work characte then organizational factors. The person who has
and accomplishing their work with best effort higher job involvement would look at job as their
(Elankumaran, 2004; Cohen, 1995). Brown (1996) stated identities, interests and life goals, therefore they would
that person with higher job involvement would more more involved in their job.
loyalty to their work and looking for foreseeable future Numerous studies have determine the reaction of job
in the same organization. Furthermore, people with involvement with organizational factors, but rare in
higher job involvement will giving positive employee personality characte. Thus, this study further looking for
characteristics; like high satisfaction, high commitment, the degree of job involvement affected by personal
positive affect and low stress (Mudrack, 2004).Thus, job factors, to analyse status between personality factors and
involvement is important in organization success and job involvement.
work productivity.
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ISSN (Print): 1844-6116
An extensive observation and pilot tests data search Table 2. Kruskal-Wallis test for job involvement and ag
were done. Personality variables were chosen based on
the pilot test results. After that, survey activities and
Test Statisticsa,b
primary data were collected from container terminal.
Statistical Package for Social Science was used for Job Involvement
statistical analysis. Then Mann-Whitney and Kruskal- Chi-Square 10.209
Wallis tests were used to analyse the hypotheses, to test
status among personality variables with job involvement. df 6
Asymp. Sig. 0.116
Hypotheses: a.
HO1 : There is no significant difference between job Kruskal Wallis Test
involvement and age. b.
Grouping Variable: Age
HO2 : There is no significant difference between job
involvement and marital status. Table 3 analyzed position between job involvement
HO3 : There is no significant difference between job and marital status. The initial result shows the
involvement and educational ackground. significance value is more than 0.05 (0.939) and it can be
assumed that the degree of job involvement is not
HO4 : There is no significant difference between job affected by marital status. Therefore, HO2 is accepted and
involvement and job specifications. HA2 is rejected.
HO5 : There is no significant difference in mean degree of
job involvement between management and non- Table 3. Kruskal-Wallis test for job involvement and
management level. marital status
3. RESULT AND DISCUSSION Test Statisticsa,b
3.1 Analysis on reliability test Job Involvement

Chi-Square 0.126
Table 1 shows reliability analysis for personality
df 2
factors and job involvement. Reliability analysis was
tested on the level of reliability of the questionnnaires Asymp. Sig. 0.939
data that are collected. Abu et. al. (2001) showed that an a.
alpha value above or equal to 0.6 can be assumed as Kruskal Wallis Test
good and it is acceptable. The alpha value of the study is b.
Grouping Variable: Marital Status
0.6813. Thus, it can be assumed as reliable.
Table 4 analyzed the position between job
Table 1. Reliability analysis
involvement and educational background. The initial
result shows the significant value is below 0.05 (0.005)
Reliability Coefficients and it can be assumed that the degree of job involvement
Item Value is different between educational background. As a result,
No. of Cases 201 HO3 is rejected and HA3 is accepted.
No. of Items 14
Alpha 0.6813 Table 4. Kruskal-Wallis test for job involvement and
educational background
3.2 Kruskal-wallis and mann-whitney U tests
Test Statisticsa,b
The Kruskal-Wallis test is a non-parametric
alternative to one-way Analysis of Variance (ANOVA). Job Involvement
Significant levels below 0.05 indicate that the group Chi-Square 20.208
locations differ. Table 2 analyzed position between job
involvement and age. The initial result shows the df 7
significant value is more than 0.05 (0.116), hence it can Asymp. Sig. 0.005
be assumed that the degree of job involvement does not
a.
differ between age. Therefore, HO1 is accepted and HA1 is Kruskal Wallis Test
rejected. b.
Grouping Variable: Education Background
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Table 5 analyzed the position between job management levels. Therefore, HA5 is accepted and HO5
involvement and job specifications. The initial result is rejected.
shows the significant value is below 0.05 (0.000), hence Table 6. Mann-Whitney test for job involvement and job
it can be assumed that the degree of job involvement specifications
may be influenced by job specifications. Thus, HO4 is
rejected and HA4 is accepted.
Test Statisticsa
Table 5. Kruskal-Wallis test for job involvement and job
specifications Job Involvement
Mann-Whitney U 2054.500
a,b
Test Statistics Wilcoxon W 15420.500
Job Involvement Z -3.239
Chi-Square 28.902 Asymp. Sig. (2-tailed) 0.001
a.
df 4 Grouping Variable: Job
Specifications
Asymp. Sig. 0.000
a. 3.3 Summary of result findings
Kruskal Wallis Test
b.
Grouping Variable: Job Specifications Table 7 shows the summary findings for Kruskal-
Wallis and Mann-Whitney U Tests. Kruskal-Wallis test
Table 6 further analyzed job involvement and job was done to test the difference between age, marital
specifications with Mann-Whitney U Test. In this case, status, educational background and job specifications.
the job specifications were divided into two groups; Results show the educational background and job
there are management level and non-management level. specifications may affect the degree of job involvement.
The Mann-Whitney test is a non-parametric test However, results also show the age and marital status do
alternative to two independent samples. Small significant not have any significant difference between groups.
value (<0.05) indicates that the two groups are from Further, the Mann-Whitney U test was used to test the
different locations. The significant value is smaller than difference between two categories; likes management
0.05 (0.001). It shows that the degree of job involvement and non-management levels. Between the two categories
may differ between the management level and non- of job specifications, result show the job specifications
level may affect the degree of job involvement.
Table 7. Findings for Kruskal-Wallis and Mann-Whitney U Tests
Kruskal - Wallis Test Mann - Whitney Test

Marital Education Job Job
Age Status Background Specifications Specifications
Asymp. Sig. 0.116 0.939 0.005 0.000 0.001
Hypotheses HO1 HO2 HA3 HA4 HA5
Accepted
4. CONCLUSIONS AND RECOMMENDATIONS job involvement. Four personality variables were

studied; there are age, marital status, educational
People play an important role in work. People do background and job specifications.
the work; hence the ways they do the work affect the The results showed that age and marital status do
work efficiency and effectiveness. Therefore, personality not affect the degree of job involvement. Therefore, age
factors of human are important to determine the degree and marital status do not play an important role in work
of job involvement. This study tested the status between efficiency and effectiveness.
variables of personality and job involvement. To On the other hand, educational background and job
maximize organizational efficiency and effectiveness, it specifications have a significant impact on job
depends on the highest degree of job involvement. Thus, involvement. Thus, educational background and job
it examined the variables of personality that influence specifications play an important role in work efficiency
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ISSN (Print): 1844-6116
and effectiveness. According to Carmeli (2005), the top Journal of Human Values, Vol10, No2, pp. 117-130,
executives have higher job involvement. Its further 2004
support the findings, there are a significant different [6] Fletcher, D.E., Effects of Organizational
between management and non-management levels. Commitment, Job Involvement, and Organizational
Besides, the higher the people are educated, the more Culture on the Employee Voluntary Turnover Process,
degree of job involvement is achieved. This may occur Unpublished Doctoral Dissertation, Texas Tech
because people who are highly educated work in the University, USA, 1998
management level. [7] Ho, C.C., A Study of the Relationships between Work
Top executives are more involved in their jobs. Values, Job Involvement and Organizational
Therefore, further research is suggested to examine what Commitment among Taiwanese Nurses, Unpublished
motivates top executives to be involved in their jobs, to Doctoral Dissertation, Queenslan University of
disseminate the motivational factors of the management Technology, Australia, 2006
level to the non-management level. [8] Manetje, O. and Martins, N., Relationship between
Organizational Culture and Organizational
5. ACKNOWLEDGMENTS Commitment, S. African Bus. Rev. 13, No1, pp. 87-111,
2009
We extend our sincere appreciation to Malaysian [9] Mudrack, P.E.,Job Involvement, Obsessive-
Port operation department, statistics department, human Compulsive Personality Traits, and Workaholic
resource department, and technical department for thier Behavioural Tendencies, Journal of Organizational
support and encouragement. We also extend our sincere Change Management, Vol17, No5, pp. 490-508, 2004
indebtedness to UMT and their funder for the guidance [10] Quyang, Y., Cheng, C.H. and Hsieh, C.J., Does
and encouragement. LMX Enhance the Job Involvement of Financial Service
Personnel by the Mediating Roles? Problems and
6. REFERENCES Perspectives in Management, Vol8, No1, pp. 174-181,
2010
[1] Abu, M.S. and Tasir, Z., Pengenalan kepada Analisis [11] Rabinowitz, S. and Hall, D.T., Organizational
Data Berkomputer SPSS 10.0, Venton Publishing, Kuala Research on Job Involvement, Psychological Bulletin,
Lumpur, pp. 299, 2001 Vol 84, No2, pp. 265-288, 1977
[2] Brown, S.P., A Meta-Analysis and Review of [12] Tastan, S.B. and Turker, M.V., A Study of the
Organizational Research on Job Involvement, Relationship between Organizational Culture and Job
Psychological Bulletin, Vol120, pp. 234-255, 1996 Involvement: The Moderating Role of Psychological
[3] Carmeli, A., Exploring Determinants of Job Conditions of Meaningfulness and Safety, Procedia –
Involvement: An Empirical Test Among Senior Social and Behavioral Sciences, Vol149, pp. 943-947,
Executives, International Journal of Manpower, Vol26, 2014
no5, pp.457-472, 2005 [13] Jayawardana, A.K.L., O’Donnell, M, Jayakody,
[4] Cohen, A., An Examination of the Relationship J.A.S.K., Job Involvement and Performance Among
between Work Commitment and Non-Work Domains, Middle Managers In Sri Lanka, The International
Human Ralations, Vo l48, pp. 239-263, 1995 Journal of Human Resource Management, Vol.24, Issues
[5] Elankumaran, E., Personality, Organizational 21, pp. 4008-4025, 2013
Climate and Job Involvement: An Empirical Study,
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COMPARATIVE PERFORMANCE ANALYSIS OF R134a AND R290/R600a

REFRIGERANTS IN A VAPOR COMPRESSION REFRIGERATION CYCLE
Memet Feiza
Romania, e-mail feizamemet@yahoo.com
Abstract: Vapor compression technology is used in the majority of space cooling and food refrigeration applications.
Refrigerated ships and marine branches, such as merchant, naval, fishing or cruise-shipping are used to transport
perishables. This system is running in several situations on R134a, a HFC refrigerant having excellent
thermodynamic and thermo-physical properties, but an adverse environmental impact, considering its global
warming potential. This paper deals with a theoretical performance study of a vapor compression refrigeration
system working with the pure refrigerant R134a and a mixture, R290/R600a (50% / 50%), considering the effect of
the main factors that affect the coefficient of performance: interior tube diameters, working pressures and inlet
water temperatures. Are highlighted cases in which the performance when using the mixture is higher than the one
when using R134a.
Key words: coefficient of performance, vapor compression; working parameters.
1. INTRODUCTION
Standards of our present life depend on refrigeration

equipment for food preservation or transport and human
comfort. Different types of refrigerating systems are met
in marine shipboard refrigeration and air conditioning.
Vapor compression refrigeration systems with
reciprocating compressors are the mainstay of marine
refrigeration and air conditioning sector. Clausius
statement indicates that energy (heat) will not flow from
a cold region to a hot one, without external assistance.
The technology used to achieve this result is named
“refrigeration unit”. Refrigeration is used to reduce and
maintain the temperature of a space or material under the Figure 1 Vapor compression refrigeration system
temperature of surroundings. In this respect, the heat is
removed from the body needed to be cooled and
transferred to other one, whose temperature is under that
of the refrigerated body. The theoretical analysis is developed on the
Figure 1 shows the main component parts of a following assumptions:
typical vapor compression refrigeration plant:  steady state operation;
compressor, condenser, expansion valve and evaporator.  refrigerant is under saturated vapor state when
The refrigerant vapors enter in the compressor with enters in the compressor;
low temperature and pressure where suffer an isentropic  no pressure loss occurs in the pipes and valves,
compression, resulting high temperature and pressure pressure changes being met only at the
overheated vapors. In the condenser, they are cooled and compressor and expansion valve;
condensed resulting high pressure liquid which is then  gains and losses of heat are neglected;
throttled to the evaporator pressure and after that led to  compressor presents ideal volumetric efficiency
absorb heat from the refrigerated space. and ideal isentropic efficiency of 75% [1].
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ISSN (Print): 1844-6116
For the cycle analyses are introduces following assessed the influence of working parameters on the
formula, aiming the evaluation of the performance of COP values. The performance of the system considered
refrigeration equipment [2]. Commonly it is expresses by depends on capillary tube diameters, working pressures
the Coefficient of Performance (COP). and inlet water temperatures [4].
It will be considered a control volume enclosing the
refrigerant side of the evaporator in order to apply 2. THE NEED OF CHANGE
conservation of mass and energy for the assessment of
the rate of heat transfer per unit mass of refrigerant flow Refrigerants are used to transport heat between the
in the evaporator: interior and exterior of a refrigeration system.
In the past, HCFC refrigerants were wide spread, but
Qe in the 1980’s, specialists indicated them as ozone
qe   h1  h4 , (1) depleting substances; as a result, under the Montreal
m Protocol, developed countries agreed to fully phase-out
their production by 2020. Thus, efforts were directed
where h is the enthalpy and m is the mass flow rate of towards developing refrigerants having null ozone
the refrigerant and Qe is amount of heat absorbed in the depletion potential. In this framework, refrigeration
evaporator. industry is phasing-out conventional HCFC refrigerants
Applying the conservation of mass and energy rate and switching to HFC.
to a control volume enclosing the compressor, one can HFC refrigerants contain Hydrogen, Fluorine and
get: Carbon and they do not contain ozone depleting
Chlorine. Even if HFCs do not deplete the ozone layer,
Pc they are extremely potent greenhouse gases, some of
lc   h2  h1 , (2)
them even more powerful than CFCs. There is currently
m
no international agreement to phase them out. They are
where Pc is the power given to the compressor. included in the United Nations Framework Convention
For a control volume enclosing the refrigerant side on Climate Change (UNFCC) basket of controlled gases.
of the condenser, the rate of heat transfer from the According to the Kyoto Protocol, worldwide
refrigerant per unit mass of refrigerant is: governments are voluntarily committed to reduce the
greenhouse gas emission to the atmosphere, fact that led
investigations to identify long-term energy-efficient and
Qc
qc   h2  h3 , (3) environment-friendly alternative to HFC 134a (R134a)
m [5], since this refrigerant is one of the most strong
representative of HFCs if we rely on data indicating its
where Qc is the amount of heat rejected in the condenser. consumption [6], as seen in Table 1.
During the throttling process, the enthalpy remains
constant, so: Table 1. Estimates for consumption of R134a, in k tones
h4  h3 . (4) Year Consumption

1997 69
The Coefficient of Performance is the measure of 1998 79
performance of the refrigeration cycle, on the first law of
thermodynamics basis; it is the refrigerating effect 2000 99
produced per unit of work required [3]. 2005 128
Qe h1  h4 2010 154
COP   . (5)
Pc h2  h1 2015 174
The refrigerant must carry away from the evaporator Table 2. Thermo-physical properties of R134a, R290 and
the heat it has absorbed. The refrigerant R134a presents R600a
a quite high global warming potential, in the near future
its production and use being under the sign of restriction. Refrigerant R134a R290 R600a
This paper deals with a comparative analysis of the
performance of a vapor compression refrigeration cycle
Class HFC HC HC
working with R134a and an ecologic mixture of R290
and R600a (50% / 50%) , on theoretical basis. It will be
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ISSN (Print): 1844-6116
are not expensive and are safe in operation. Some useful

Molecular Mass (g/mol) 102,03 44,10 58,12
properties of the refrigerants involved in the study are
given in Table 2.
Critical Temperature (oC) 101,1 96,7 134,7
3. COP ASSESSMENT ACCORDING TO
Critical Pressure (MPa) 4,06 4,25 3,67 THE INFLUENCE OF WORKING PARAMETERS
ODP 0 0 0 The performance expressed by COP is analyzed

when factors affecting this value are varying.
GWP (years) 16 <1 <1 Thus, are considered three levels for the refrigerant
pressure ( 4,82  10 5 Pa ; 5,17 10 5 Pa ; 5,51 10 5 Pa ), inlet
In E.U., Hydrocarbons (HCs) are considered to be water temperatures (20oC, 28oC, 38oC) and interior
the suitable substitutes for HFCFs [7]. These refrigerants diameters (0,09cm, 0,11cm, 0,13cm).
are environmentally friendly and show features which
make them attractive for the refrigeration sector.
Moreover, HCs have good physical and
thermodynamic properties, present material capability,
Table 3. Inlet water temperature and pressure influence on COP for p  4,82  105 Pa
p  4,82  105 Pa
t = 20oC t = 28oC t = 38oC
d [cm] 0,09 0,11 0,13 0,09 0,11 0,13 0,09 0,11 0,13
COPR134a 1,38 1,38 1,38 1,48 1,49 1,39 1,29 1,30 1,44
COPR290/R600a 1,02 1,02 1,21 1,10 1,00 1,38 1,19 1,11 1,52
p  5,17  105 Pa
t = 20oC t = 28oC t = 38oC
d [cm] 0,09 0,11 0,13 0,09 0,11 0,13 0,09 0,11 0,13
COPR134a 1,37 1,71 1,36 1,28 1,15 1,38 1,37 1,04 1,37
COPR290/R600a 1,09 1,00 1,36 1,11 1,04 1,27 1,13 1,00 1,30
p  5,51  105 Pa
t = 20oC t = 28oC t = 38oC
d [cm] 0,09 0,11 0,13 0,09 0,11 0,13 0,09 0,11 0,13
COPR134a 1,53 1,21 1,12 1,38 1,28 1,13 1,44 1,29 1,23
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COPR290/R600a 1,53 1,55 1,37 1,13 1,07 1,27 1,18 1,16 1,38
For the lowest pressure value considered when it is found also the best COP value of the analysis:
 5

p  4,82 10 Pa , when using the mixture as a refrigerant COPR290/R600a=1,55 when t=20oC and d=0,11cm.
in the system COP value is close or even higher to the 4. REFERENCES
one of R134a for the bigger interior diameter considered
(d=0,13cm) and for the highest level of inlet water [1]. Almeida I.M.G., Barbarosa C.R.F., Fontes, F.A.O.,
temperature (38oC). 2010, Thermodynamic and thermo physical assessment
When increasing the refrigerant pressure till of hydrocarbons application in household refrigerator,
Engenharia Termica (Thermal Engineering), Vol. 9, 19-
p  5,17  105 Pa , when using the mixture COP value is
27
same to the one of R134a for the bigger interior diameter [2]. Thangaval P., Somasundaram P., Sivakwar T., Selva
(d=0,13cm) and the lower temperature considered Kumar C., Vetriselvan G., 2013, Simulation analysis of
(20oC). compression refrigeration cycle with different
For the higher pressure value considered refrigerants, International Journal of Engineering and
 
p  5,51  10 5 Pa , COP value resulted for the mixture is Innovative Technology, Vol.2, Issue 10, 127-131
higher than the one for R134a when inlet water [3]. Bolaji B.O., Akintunde M.A., Falade T.O., 2011,
temperature is 20oC and for all three diameters, while if Comparative analysis of performance of three ozone-
increasing this temperature, COPR290/R600a is higher only friends HFC refrigerants in a vapor compression
for the bigger interior diameter (d=0,13cm). refrigerator, Journal of Sustainable Energy &
Environment, 2, 61-64
3. CONCLUSIONS [4]. Agrawal Mukesh K., Matani Ashok G., 2013,
Evaluation of vapor compression refrigeration system
The performance of a vapor compression using different refrigerants, International Journal of
refrigeration system was analyzed in this paper because Engineering and Innovative Technology, Vol.2, Issue 9,
this is the most common type of technology met in 86-92
marine refrigeration. [5]. Mohanraj M.,Yayaraj S., Muraleedharan C., 2008,
Was discussed the effect of refrigerant type and Comparative assessment of environment friendly
values of working parameters such as refrigerant alternatives to R134a in domestic refrigerators, Energy
pressure, inlet water temperature and interior diameter, Efficiency, No.1, 183-198
on COP. [6]. Boumaza M.M., 2007, A numerical investigation
Because of the high GWP of R134a, a refrigerant and comparison of chlorines compounds refrigerants
mixture of R290/R600a (50/50%) is seen as an and their potential substitutes operating at high ambient
alternative. From environmental data point of view, the temperatures case for the replacement of R22, FINAL
substitution is justified because this mixture has a zero RESEARCH REPORT, PE-39-26-27, 1-71
ODP and a negligible GWP. [7]. Matsunaga K., Comparison of environmental
Most of the results showed that COP has better impacts and physical properties of refrigerants,
values when R134a is the working fluid. Research by the Earth Engineering Center, Columbia
Still, in some situations, the mixture leads to an University, 1-50, 2002
improved COP, such is the case of p  5,51 105 Pa ,
34
ISSN (Print): 1844-6116
THE SHORTEST PATH PROBLEM WITH UNCERTAIN INFORMATION IN

MARITIME TRANSPORT ROUTING
Tomasz Neumann
Gdynia Maritime University, Faculty of Naigation, Al. Jana Pawła II 3, 81-345, Gdynia, Poland,
e-mail t.neumann@wn.am.gdynia.pl
Abstract : The purpose of this paper is to find a solution for route planning in a maritime transport networks, where
the costs of tracks, factor of safety and travel time are ambiguous. In this paper author propose a hybrid routing
algorithm with Ant Colony Optimization.
Key words: Dijksta Algorithm, Traveling Salesman Problem, Ant Colony Optimization.
1. INTRODUCTION ships’ rate are for example: radar, ARPA, AIS, visual
sighting and the communication by statements with a
Many papers meet a challenge with a route selection crew of other vessels. Each of these units have specified
problem, navigation in the transport sector, some few dependable traits. Voice communication, radar and
examples take uncertainty into account evidence (or lack visual sighting provide actually references. Each of these
of knowledge). It is easy to find a few papers in transport systems is a independent structure on the bridge of the
study, which take account of the uncertainty by ship. The hardest for the watch officer can be forecasting
Dempster-Shafer theory. The primary application of the position in progress if the reserve of protection are
citied above theory is the decision making, geographic very small, as in congested areas. The identical concerns
information systems and statistics. Intelligent Driving for Automatic Identification Systems (AIS) if only the
recognition with Expert System used Dempster-Shafer short messages are presented. It looks like the AIS will
theory for recognizing executed by the driver be able to change many of listed above structures of
manoeuvres the evidence from the transducer fixed in a connections [6].
carriage. Uncertainty evidence models can been used The previous papers have presented the usage of
only for the neighbourhood problem, but coverage of mathematical theory of evidence in evaluating of the
this problem is worldwide. The aim of the study is based possibility of object detection by monitoring radar
information to find a solution of routing problems on stations. The level of object detection allows for
uncertainty. Dempster-Shafer theory is a hypothesis of effortless conversion to optimisation problem of
uncertainty that can appraise a specific statement the monitored area coverage. Development of such task
extent to which support a few sources of different data. enables such distribution of observatory stations that
In fact, there is an substitute to conventional probability maintains the detection rate higher than the assumed
theory, so that the accurate representation of ignorance value. An appropriate rate level is achieved by covering
and combination of evidence. Presented above approach the analysed set of points with sufficient number of radar
was formerly introduced by Dempster [5] and then stations. Combining evidence allows for calculating
continued by Shafer in his publication in 1976, A corresponding parameters for each set of observing
Mathematical Theory of Evidence [11]. equipment. In this work mathematical theory of evidence
The scientific and industrial development is bringing is used to the routing problems. [7]
some new ideas. There is an increasing number of Routing problems in networks are the problem in the
electronic equipment on the vessel’s board. For this context of sequencing and in recent times, they have to
reason watch officer has the access to miscellaneous receive progressive note. Congruous issues usually take
systems of the interchange of many data. Certain of them places in the zones of transportation and
can only collect data, other devices can combine send- communications. A schedule problem engages
receive process. The navigator’s estimate of collision identifying a route from the one point to the other
risk rely on his recognition about own ship’s and other because there are many of optional tracks in
ships’ rate. The accessible means for evaluating the other miscellaneous halting place of the passage. The cost,
35
ISSN (Print): 1844-6116
time, safety or cost of travel are different for each routes. Dempster-Shafer theory designate functions  m
Theoretically, the method comprises determining the
cost of all prospective tracks and the find with minimal called Basic Belief Assignment on the P    .
expense. In fact, however, the amount of such options m : 2   0,1 (2)
are too large to be tested one after another. A traveling .
salesman problem is a routing problem associated with
It permits not commonly work out the portions of
preferably strong restrictions. Different routing problem
emerges when it can to go from one point to another evidence presented by power set P    . A basic belief
point or a few points, and choose the best track with the assignment  m  appeases:
at the lowest estimate length, period or cost of many
options to reach the desired point. Such acyclic route m    0 (3)
;
network problem easily can be solved by job sequencing.
A network is defined as a series of points or nodes that

AP   
m  A  1 (4)
.
are interconnected by links. One way to go from one
node to another is called a path. The problem of
Belief function Bel  A for a set A is defined as
sequencing may have put some restrictions on it, such as
time for each job on each machine, the availability of the sum of all Basic Belief Assignment of subsets of A
resources (people, equipment, materials and space), etc. defined and said that a part of faith B are assigned, must
in sequencing problem, the efficiency with respect to a be assigned to other hypothesis, that it means:
minimum be measured costs, maximize profits, and the
elapsed time is minimized. The graph image and the Bel  A    mB (5)
example of costs of borders are given in the figure 1. In B|B  A
.
this hypothetical idea the tract network is illustrated by a
graph. Presented graph is given with an ordered pair G: The Dempster-Shafer theory also defines the
= (V, E) comprising a set V of vertices or nodes together plausibility Pl  A as the sum of all the Basic Belief
with a set E of edges (paths), which connect two nodes.
Assignment of sets B that intersects the set of A :
The task is to reach the N1 node from N3 node in the
graph at smallest cost. [8,9]
Pl  A   
B| B  A  0
mB (6)
.
2. THE PROBLEM
Since the entire linear programming model of an

abridged interpretation of the problem of the routes of
the ship is an unacceptable solution times for a typical
daily planning process, a heuristic approach to decide on
the hand. Author determined on this approach for its
implementation comparatively straight computation, as
Figure 1 Graph with defined values of costs of well as its record of good results with congruous issues
paths to the inherent.
There are a few other algorism such as Dijkstraʹs
Conventional Dijkstra's [2] should provide the algorithm, which is an individual source-single goal
shortest route in the graph with non-negative edge path shortest path algorithm, the Bellman-Ford algorithm to
costs, but described example include uncertainty. calculate the shortest path algorithm with a free hand, A*
Therefore Dempster-Shafer theory is required, which algorithm solves the single pair shortest path problems
concern with uncertainty by belief functions. In using a heuristic algorithm and Floyd Warshall
Dempster-Shafer theory the set   A1 , A2 ,..., An of all algorithm to find all pairs of Johnson-perturbation and
the shortest path algorithm to find the shortest path
the eventual conditions of the structure. It can be
locally. Genetic algorithms are also used to finding
presented by P    the powerset 2  . shortest path [1]. In this article to calculating author
decided to use algorithm presented by Dijkstra.
P     2    ,  A1 ,  A2  ,...,  A1 , A2  ,..., 
. 2.1. Model input
(1)
Contribution to the example record vessel
properties, motion report data and digital climate
36
ISSN (Print): 1844-6116
prognosis data: the example will join consumption

curves, velocity diminution curves, vessel class, ship 2.4 Extended version of routing algorithm
wind and weather sea borders, motion statement
velocity, maximal permitted speed, motion statement It differs from general Traveling Salesman Problem
trace data to contain waypoints, their latitude and when Ant Colony Optimization is applied to the route
longitude. On top of it to data related to the motion of searching problem, and there are the following two
the ship it is indispensable to the specification of the problems:
surroundings. In particular significant is the specification - the moving destination has been limited, and
of the practicable routes between the first point and the - the ant argent is trapped in the blind alley.
last one. Regarding the problem (1), the proposed algorithm
solves it by separately handling the un-visit node, the
2.2 Dijkstraʹs algorithm visited node and the moving candidate node,
respectively. In addition, regarding the blind alley of the
For a published source apex (node) in the graph, the problem (2), the proposed algorithm overcomes it by
algorism discovers the way with smallest cost (i.e. the adopting Tabu search. Here, the situation of which the
shortest path) among that vertex and every other ones. It ant agent is trapped in the blind alley represents that the
could also be used for discovering the smallest cost way ant agent has not reached the final destination and no
from one vertex to a goal vertex by stoppage the moving candidate node exists. In other words, the
algorism is intended by the smallest way to the goal current node of which the ant agent stays has only the
vertex. For instance, if the apexes of the graph describe connections to the visited nodes. Specifically, the
the cities and there are given costs of flowing ways situation of which the ant agent is trapped in the blind
distances among pairs of points combined immediately alley is explained using Fig.2. In this example, the ant
to the road, Dijkstraʹs algorism can be used to discover agent moved in order of a, b, c, d and e, and is trapped in
the briefest route among one city and all other cities. the blind alley.
Consequently, the briefest path algorism is highly used In the proposed algorithm, first of all, the ant agent
in routing protocols in a web network, in particular the returns to the previous node. That is, the ant agent moves
IS‐IS and Open Shortest Path First. [10] to node d, and the node e is set on taboo. Thus, the node
e is excluded by ant agent's moving destination candidate
2.3 Ant Colony Optimization as shown in Fig.3.
Ant Colony Optimization is the general name of the

algorithm which is inspired by a behavior of feeding of
ant. Almost all Ant Colony Optimization algorithms are
based on Ant System [4] which was proposed by Dorigo.
Ant Colony System [3] is an algorithm which improved
Ant System and it has better searching performance than Figure 2 Example of the situation of which the ant
Ant System. Therefore, we adopt Ant Colony System as agent is trapped in the blind alley
a base algorithm. Hereafter, Ant Colony Optimization
indicates Ant Colony System in this paper. The However, the node d has no moving candidate node
searching on Ant Colony Optimization utilizes two as well as the previous situation. In this case, the node d
evaluations which consist of the static value and the has only the visited node and the taboo node. Therefore,
dynamic one. The static evaluation is peculiar the ant agent returns to the previous node as well as the
information of the target problem. Usually, a reciprocal previous processing regarding the taboo operation as
number of the distance is adopted as the static evaluation shown in Fig.4.
value, when Ant Colony Optimization is applied to the
route searching problem such as Traveling Salesman
Problem. On the other hand, the dynamic evaluation
introduces pheromone amount. Specifically, the
optimization procedure of Ant Colony Optimization is
explained using an example of which Ant Colony
Optimization is applied to Traveling Salesman Problem.
First, the random number q between from 0 to 1 is
generated. Next, q is compared with benchmark
(parameter) q0. When q is smaller than q0, the city that Figure 3 Example of the situation of which the
has the largest value of the product of the static node e is excluded by ant agent's moving destination
evaluation and the dynamic one is selected as the next candidate
destination.[12]
37
ISSN (Print): 1844-6116
7. REFERENCES
[1] Bagheri H., Ghassemi H., Dehghanian A.: Optimizing

the Seakeeping Performance of Ship Hull Forms Using
Genetic Algorithm. TransNav, the International Journal
on Marine Navigation and Safety of Sea Transportation,
Vol. 8, No. 1, pp. 4957 (2014)
Figure 4 Example of the situation of which the ant [2] Dempster, A. P.: A generalization of Bayesian
agent returns to the previous node inference. Journal of the Royal Statistical Society, Series
B, Vol. 30, pp. 205-247 (1968)
These processing are repeated until the moving [3] Dorigo M., Gambardella L.M, "Ant colony system: a
destination candidate's node appears. The concrete cooperative learning approach to the traveling salesman
procedure is as follows. problem", IEEE Transactions on Evolutionary
1 Select the start node and the destination node (target Computation, vol.1, No.1, 1997, pp. 53-66.
node). [4] Dorigo M., Maniezzo V., Colorni A., "Ant system:
2 Select the node using equations (1), (2), and (3). optimization by a colony of cooperating agents", IEEE
3 Move to the selected node and mark the current Transactions on Systems, Man, and Cybernetics, Part B,
node as the visited node. Vol.26, Issue 1, pp.29-41, 1996.
4 Taboo operation is executed when no moving [5] Filipowicz, W.: Fuzzy Reasoning Algorithms for
candidate node exists. Position Fixing. Pomiary Automatyka Kontrola
5 Repeat from Step2 to Step4 until the ant agent 2010(12), pp. 1491-1494 (2010)
reaches to the final destination. [6] Neumann T.: Multisensor Data Fusion in the
6 Update the pheromone value. Decision Process on the Bridge of the Vessel. TransNav,
7 Repeat from Step2 to Step6 until the generations are the International Journal on Marine Navigation and
terminated. Safety of Sea Transportation, Vol. 2, No. 1, pp. 85-89,
Thus, the proposal algorithm enables Ant Colony 2008
Optimization to be applied to the route searching [7] Neumann, T.: A Simulation Environment for
problem including the blind alley, by combining Tabu Modelling and Analysis of the Distribution of Shore
search with Ant Colony Optimization. Observatory Stations - Preliminary Results. TransNav,
the International Journal on Marine Navigation and
5. CONCLUSIONS Safety of Sea Transportation, Vol. 5, No. 4, pp. 555-560
(2011)
The Dijkstra algorithm is well known. It was first [8] Neumann, T.: Method of Path Selection in the Graph
published half a century ago. To this day, finding - Case Study. TransNav, the International Journal on
connections between vertices is used. But not always the Marine Navigation and Safety of Sea Transportation,
shortest path is the best. It is to consider various criteria. Vol. 8, No. 4, pp. 557-562 (2014)
This paper is an introduction to further research. [9] Neumann, T.: Good choice of transit vessel route
Shortest path problems widely exist in real world using Dempster-Shafer Theory. International Siberian
applications. The paper presents a model to be Conference on Control and Communications (SIBCON),
considered and an algorithm for routing in road network IEEE (2015)
of uncertainty of status information of roads, cost factors [10] Neumann, T.: Parameters in the softwares model to
and their uncertainty. In presented model uncertainty choose a better route in the marine traffic. International
have the probability values using defined probability of Journal of Machine Intelligence, 454-457 (2015)
at least and maximum values using Dempster-Shafer [11] Shafer G.: A mathematical theory of evidence.
theory. Decision rules can be defined for nodes by the Princeton University Press (1976)
end user. The calculations are based on basic belief [12] Yoshikawa M., Otani K., Ant Colony Optimization
assignment values. Results of presented paper can be Routing Algorithm with Tabu Search, Proceedings of the
used for travel decisions, in which the decision is a International MultiConference of Engineers and
binary, crisp values, intervals and fuzzy numbers. Computer Scientists 2010 vol III, IMECS 2010, pp. 2104
The proposed algorithm combined Tabu search with - 2107
Ant Colony Optimization. This hybrid technique was
able to find the shortest route when the blind alley
existed in the map. Experiments proved the effective
searching performance compared with Dijkstra
algorithm
38
ISSN (Print): 1844-6116
DATA OF POLLUTION ON SURFACE WATER AND GROUNDWATER
Nichita Elvidan Mariana, Panaitescu Mariana1 & Panaitescu Fanel-Viorel 2

¶ (11 pt)
1
Romania, e-mail address:marianapan@yahoo.com
2
Romania, e-mail address:viopanaitescu@yahoo.ro
Abstract: In this paper we investigate the impact of pollution on the surface water and groundwater. For this, we
collect samples from Harbour Tomis Constanta, South Mamaia, Siutghiol Lake, Tabacarie Lake , water from a
fountain and water which proves from stink.
We analised the physical and chemical parametres of all samples. Finally, the results demonstrated that water
samples from areas North Mamaia, Harbour Tomis, Siutghiol Lake, Lake Tabacarie have the values of quality
indicators higher that values from Water Pollution Technical Standards. The samples from fountain and from stink
are not polluted. So, we can talk about pollution of those waters resulting from the activities undertaken by people of
course, because of the attraction of these areas.
Key words : pollution, water, ground water, sample, parameter, harbour, lake, city, collect.
1. INTRODUCTION
2. METHOD AND RESEARCH
Water can not miss in human life and can not be
relaced by anything, it is considerate “ blood of Earth” or 2.1 Collecting data
“ herth Biosphere”, that is always found where there is Samples analyzed [2] were collected for three
life.Water in the common name aplied to the liquid state consecutive months from January until March 2015,
of the Hydrogen- Oxigen. The ancient philosophers month range of 3-10 from fountain water, water from
regarded water as a basic element, representattive of all CET Palas, Tabacarie Lake, Harbour Tomis , North
liquid substances. Scientists have not given up this Mamaia, Siutghiol Lake (Figure 1, Figure 2, Figure 3,
conception that in the second half of the eighteenth Figure 4) [1].
century.In 1781, the English chemist Henry Cavendish
synthetized water by detonating a mixure of hydrogen
and air. Water pollution is the contamination of streams,
lakes, groundwater,oceans and seas of substances
harmful to the environment which results in a change in
conditions or physico-chemical and biological
characteristics of water that is so prejudicial to its normal Figure 1 The sample from harbour Tomis [1]
use. After business, people give most of the pollutants
that damage water quality. Resulting pollutants are
considered major water pollutants.
Those there are: Petroleu products, Sediments,
Pesticides and ierbicides, Metals, Wastes, Excessive
amounts of organic matter, Infectious organisms,
Thermal pollution.
Figure 2 The sample from North Mamaia [1]
39
ISSN (Print): 1844-6116
Table 2. Hardeness of Magnesium (mg/L)
Data of Experimental values of Calcium

collect Hardness (mg/L)
January
2015 Collect location
1 2 3 4 5 6*
Figure 3 The sample from Siutghiol Lake
428 266 266, 286 223, 167,
3 6 8
February 888,8 255, 263, 274, 214, 167
2015 1 5 7 9
March 776,6 249, 260, 277, 233, 172,
2015 5 7 6 8 9
Medium 697,8 256, 263, 279, 224, 169,
average 8 5 4 1 2
STAS
Figure 4 The sample from Tabacarie Lake 6674 - 77 50 – 80
Posted 617,8 176, 183, 199, 144, 89,2
After collecting data the results are centralizing and difference 8 5 4 1
comparing [3]. Where: 1- Tomis harbour; 2-North Mamaia; 3-Tabacarie
2.2 Results Lake; 4-Siutghiol Lake; 5-Fountain water; 6- Stink water
CET.
The results of study are presented below (Table 1 to
Table 5) [1]. Table 3. Total Hardeness (mg/L)
Table 1. Hardeness of Calcium (mg/L)

Data of Experimental values of Calcium Hardness
collect (mg/L)
Data of Experimental values of Calcium
January
collect Hardness (mg/L) 2015 Collect location
January
2015 Collect location 1 2 3 4 5 6*
124,7 33,6 31,9 32,5 26,8 42,8
1 2 3 4 5 6* 6
246,4 70 53,2 39,2 67,3 30 February 110 31,4 31,1 31,6 34,1 43,1
7 3 2015
February 210,2 58,8 47,6 42 36,8 33 March 97,2 30,2 30,5 31,1 38,3 44,8
2015 7 2015
Medium 110,6 31,7 31,2 31,7 33 43,5
March 196,2 53,2 44,8 33,6 41,6 35,5
average 3
2015 8
STAS
Medium 217,6 60,6 48,5 38,2 48,6 32.8 20 – 30
3026 - 76
average
STAS
3662 - 62 100 - 180 Posted 80,6 1,73 1,2 1,7 3 13,5
difference
Posted 37.6 - - - - - Where: 1- Tomis harbour; 2-North Mamaia; 3-Tabacarie
difference Lake; 4-Siutghiol Lake; 5-Fountain water; 6- Stink water
Where: 1- Tomis harbour; 2-North Mamaia; 3-Tabacarie CET
Lake; 4-Siutghiol Lake; 5-Fountain water; 6- Stink water
CET.
40
ISSN (Print): 1844-6116
Table 4. Values of pH 2.3. Graphycal interpretations
The graphycal iterpretations of results are presented

Experimental values of Calcium Hardness below (Figure 5, Figure 6, Figure 7, Figure 8, Figure 9).
Data of (mg/L)
collect 300 300
Collect location
January
2015 1 2 3 4 5 6* 250 250
8,51 8,71 8,19 8,73 7,48 7,49
February 8,62 8,58 8,48 8,78 7,67 7,5 200 200

2015 DT Ca+2 (mg/L)
180 180
March 8,69 8,92 8,7 8,82 7,5 7,58 Categoria 3
2015 150 150
Categoria 2
Medium 8,6 8,73 8,45 8,77 7,55 7,52
average Categoria 1
STAS
6325 - 75 6,5 - 8,5 STAS (EXCEPTIONAL) 100 100
STAS (ADMIS)
Posted 0,1 0,23 - 0,27 - -
difference 50 50
Where: 1- Tomis harbour; 2-North Mamaia; 3-Tabacarie
CET. 0 0
Portul Mamaia Lacul Lacul Apa de Puţ zona
Tomis Sud Tabacarie Siutghiol fântână CET
Data of Experimental values of Calcium Hardness
collect (mg/L)
Figure 5 Hardness of Calcium evolution [1]
January
2015 Collect location
700 700
1 2 3 4 5 6* 600 600
471 602, 596, 685 365, 63,9
3 2 65 500 500
February 482 610, 605, 692, 213 64,1
2015 3 8 7 DT Mg+2 (mg/L)
400 400
March 479,25 621, 621, 710 276, 63,7 Categoria 3
2015 25 25 9 Categoria 2
Medium 477,41 611, 607, 695, 285, 63,9 Categoria 1 300 300
average 28 75 9 18 STAS (EXCEPTIONAL)
STAS 250 – 400 STAS (ADMIS) 200 200
3049 - 88
100 100
Posted 77,41 211, 207, 295, - - 80 80
differenc 50 50
28 75 9
e 0 0
Apa de
Where: 1- Tomis harbour; 2-North Mamaia; 3-Tabacarie Portul
Tomis
Mamaia
Sud
Lacul Lacul
Tabacarie Siutghiol fântână
Puţ zona
CET
CET.
Figure 6 Hardness of Magnesium evolution [1]
41
ISSN (Print): 1844-6116
300 300 800 800
700 700
250 250
600 600
Cl‐ (mg/L) 500 500

200 200 Categoria 3
DT Ca+2 (mg/L) 400 400
180 180 Categoria 2
Categoria 3 Categoria 1
Categoria 2 150 150 300 300
STAS (EXCEPTIONAL)
250 250
Categoria 1 STAS (ADMIS)
200 200
STAS (EXCEPTIONAL) 100 100
100 100
STAS (ADMIS)
0 0
50 50 Portul Mamaia Lacul Lacul Apa de Puţ zona
0 0 Figure 9 Chloride Hardness evolution [1]

All samples were analized and conclusions were
presented for each location.
Figure 7 Total Hardness evolution [1]
10 10
3. CONCLUSIONS
9 9
8,5 8,5 The results demonstrated that water samples from
8 8 areas North Mamaia, Harbour Tomis [4], Siutghiol Lake,
7 7 Lake Tabacarie [3] have the values of quality indicators
6,5
6
6,5
6
higher that values from Water Pollution Technical
pH
Standards. The samples from fountain and from stink are
5 5
STAS (EXCEPTIONAL) not polluted. So, we can talk about pollution of those
STAS (ADMIS)
4 4 waters resulting from the activities undertaken by people
3 3 of course, because of the attraction of these areas.
2 2
4. REFERENCES
1 1
0 0 [1] Nichita M., Panaitescu M., Draganoiu A., 2015,

Tomis Sud Tabacarie Siutghiol fântână CET Impact of pollution on surface water, Scientifical sesion
of students, Constanta Maritime University, section
Figure 8 pH evolution [1] Environmental engineering, May, 2015.
[2] Bors, L., Tehnici de laborator. Indrumar de curs si
lucrari practice, Editura paralele 45, 2002.
[3] Panaitescu, M., Panaitescu, F.V., Draganoiu, A.,
2010, Tehnici experimentale de analiza a apei, Editura
EXPONTO, 2010.
[4] XAVIER MARTÍNEZ DE OSÉS F., MARCELꞏLA
CASTELLS, The impact on emissions in sw european
short sea shipping based on mopsea emission model,
Journal of Marine Technology and Environment, vol. 1,
2010.
42
ISSN (Print): 1844-6116
A METHOD FOR FLOW MODELLING OF VULNERABLE AREAS
Panaitescu M. 1, Panaitescu F.V. 1, Anton I.A. 1 & Anton C. 2

1
Romania, e-mail address: marianapan@yahoo.com
2
Constanta “Ovidius” University, Faculty of Natural Sciences, 132, Mamaia Street, 900721, Constanta, Romania,
e-mail adress:catanton@gmail.com
Abstract : This paper presents the floods of the waters on Timis River in compliance with the provisions of the
legislation from Romania correlated with that of the European Union modelling in MIKE11 software. Flooding that
occurs in the Banat basin is a natural and frequent phenomenon on the water courses in this catchment area, where
1,085 km of the water courses are dammed and there are also numerous hydrotechnical and water management
works. Although these works are well made and are intended to protect against floods, a review of these natural
phenomena occurring in Banat highlights the fact that over a period of approximately 250 years, major flooding has
occurred with a frequency of about once every 30 years, and in some cases these phenomena occur every few years,
for example the floods of 2005 which occurred just five years after the floods of 2000. In almost every month in 2005
(February-September), throughout Romania, river water volumes exceeded the capacity that water defences were
built to handle. The most important floods in Banat occurred in April. In April 2005 heavy rains were recorded in
the Banat region: Oraviţa (226.4 mm), Resia (205.3 mm), Lugoj (201.2 mm), Caransebeş (200.6 mm). These rain
falls exceeded reviously recorded maximum monthly levels. This rainfall combined with snow melt – the thickness of
snow layers in the mountains at that time exceeded one meter (Ţarcu - 126 cm, Semenic - 26 cm) – led to historically
significant flooding from April to September 2005, affecting extensive areas and resulting in casualties and
significant property damage. In this paper we present a method of flow modelling (for year 20050) which can use
with the same tools for another vulnerable areas.
Key words: flood, flooding, cross section, causes, effects, river.
1. INTRODUCTION deal with flooding. The river flows through Romania for
241 km (150 miles), and 118 km (73 miles) through
In this paper we choose a white space erodible river
Serbia.[1]. (Figure 1).
in Timis basin, for a flow simulation in Mike11 from
DHI.
The Timis River Basin is a large and ramified trans-
boundary river system, with a population of over one
million people. The drainage area is 13,085 km2 in
Romania and 8,085 km2 in Ukraine. The river Timis is
241 km long and drains into the Black Sea. The worst
floods in 2005 caused loss of human life and substantial
damage when the river reached a height of 844 cm. In
2007, elevation works of the embankments took place on
both sides of the river along a length of almost 25 km
raising the height to an overall 8.5 m. The impact of the
floods had been heightened by the lack of real-time
water level monitoring and forecasting, as well as a
failure to take flood risks and the interests of different
water users into account in urban zoning policy. In the
absence of accurate and sound flood forecasting, the
elaboration and implementation of any flood damage
mitigation programme is also less effective. There was Figure 1 Map of Timis-Cebza river[6]
therefore a need for realistic and integrated strategies to
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ISSN (Print): 1844-6116
For this model of the river bed we need the General awareness about the Danube Basin as a
following elements need to be studied: priceless regional asset has been growing. Since the
a. Data location and description of the catchment area, environment is increasingly recognized as the vital link
applicable to Timis-Cebza ; between the quality of human life and sustainable
b. Data on power sources aquifer basin, applicable to development, there is also a growing awareness among
Timis-Cebza; national governments, industrial and large agricultural
c. Balance river flows in the Timis basin; plants managers of the need to consider the interests of
d. Reporting to the climatological normal space Timis all stakeholders when making decision about the
basin . environment. The management of water resources and
e. Hydrometeorological regime for Timis Cebza protection of the environment must be planned for the
catchment area. long term to ensure a sustainable, wise use of the
resources, as well as in real time to protect population
Taking into account the implementation of different during floods and accidental pollution. For both aspects,
proposed structural measures some variants were a continuous registration of data (historical database-
modelled by others, to take into account different Figure 4) as well a good hydrological informational
polders, flooded area, reservoirs and dams. system is the base for the decision – the water body
knowledge. This is the reason of our demonstrative
project: to organize a monitoring system, as well as a
numerical database in a GIS environment. [4]
With this information, a land use planner is then
able to make appropriate decisions, taking into account
possibilities of flooding, erosion, nutrient export, and
non-point source pollution.
Figure 2 Map of vulnerable areas[4]
Using modelling results, both for floods and for

water resources development, different scenarios were
provided for water management master plan for Timis Figure 4 Mean multiannual discharges at the hydrogical
Basin, looking for solutions for sustainable management. stations in the Timis-Bega Basin[4]
These scenarios help in up-grading the exploitation rules
during floods and to make pertinent proposals for In April 2005, precipitation values recorded at 12
rehabilitation of water works. (Figure 3) meteorological stations in theBanat physiographic zone
exceeded normal values, in some cases by 200 mm
(Figure 5). Most of these excessive rainfall amounts
were recorded in three short intervals during the second
half of April. Rainfall in May was concentrated in the
southern part of the country with heavy and intense
precipitation events exceeding normal amounts by 100
mm at many stations from the Romania river basins. [3]
Figure 3 The mean annual specific discharges[4]
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ISSN (Print): 1844-6116
The software has a lot of benefits:

 MIKE 11 can get one of the world’s most well
proven and widely applied 1D river modelling packages
 MIKE 11 is the preferred choice for professional
river engineers when reliability, versatility, productivity
and quality are keywords
 It is a powerful river modelling toolbox with more
features than any other river modelling package
 MIKE 11 is the software product, which made the
MIKE brand name synonymous with top quality
Figure 5 Monthly precipitation in 2005 and normal modelling software from DHI and it remains one of the
amounts [3] most widely used MIKE by DHI products.[8]
The worst flooding of the last 35 years occurred in On the input/edit side MIKE 11 features:
2005, primarily due to high quantities of precipitation, • graphical data input/editing
which were generated by intense cyclonic air movement • simultaneously input/editing of various data types
across the entire European continent. High air • Copy & paste facility for direct import (export)
temperatures also helped set the stage for record flood from e.g. spreadsheet programs
conditions. Last, but not least, extreme water flows were • fully integrated tabular and graphical windows
augmented by sudden snow melts. The combination of • importing of river network and topography data
these causes led to several successive record-level flash from ASCII text files
floods along the inferior course of the Timiş River. • user defined layout of all graphical views (colours,
Water spilling over the dam canopy (Figure 6) at Crai font settings, lines, marker types etc.)
Nou led to accelerated erosion and the formed two On the Output side, advanced presentation facilities
breaches around the dam on the right bank of Timiş are available, including:
River. • coloured horizontal plan graphics for the system
data and results
• animated presentation of results in horizontal,
longitudinal and time series plot
• synchronised animation of results
• presentation of external time series
• copy & paste facility for exporting result tables or
the presentation graphics into other applications
(spreadsheet, word processing or others)
b. Modeling equations
The equations for the flow cross-section are the

Figure 6 Effects of 2005 floods Saint-Venant equations and for along the riverbed flow
(ec.1, ec.1’, ec. 1”), the turbulent flow equations, ie
2. TIMIS CEBZA FLOW SIMULATION IN THE equation for turbulent kinetic energy (eq.2), dissipation
RIVERBED BY MIKE 11 PROGRAM equation ε (eq. 3):
Q
a. MIKE 11 software   Q  dt    (Q  dx )dt    dA  dx 
x (1)
MIKE 11 is synonymous with top quality river A
 dx  dt ;
modelling covering more application areas than any t
other river modelling package available. Mike 11 is Q A ; (1’)
useful for project deals with flooding, navigation, water 
x t
quality, forecasting, sediment transport, a combination of Q h
these or other aspects of river engineering.  B  0 ; (1”)
x t
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

  
 m k      m v m k     t ,m k   (2)
t  k 
 Gk ,m   m  ;


t
 
 m       m v m      t ,m    (3)


  

 C  G
l k ,m  C 2  ;
k
where
ρm is the mixture density (ec. 4) consists of several
phases (αi .... .... αN) with density ρi; v m is vector speed
C
(ec. 5), l is concentration of component z, k is tensor
of permeability, µt,m is mixture turbulent kinematic Figure 7 Cross section in Mike11
viscosity (ec. 6),  is volume fraction of the α phase:
N Here we make a subdivision below the branch name
 m   i  i ; (4) in ‘TOPO-IDs’. This can be used for calculating
i 1 alternative cross sections for one branch. The TOPO-ID
N
being used in the simulation has to be defined for that
  v i i i
branch in the network file (tabular view). The last point
vm  i 1
N being mentioned in this chapter is related to the markers
  i i of a cross section. For the coupling especially the marker
i 1 ; (5)
No 2 is obligatory (Bottom of profile). Using the option
k2 , (6) “Cross Sections/Apply to all sections” the markers 1, 2
 t ,m   m C 
 and 3 can be updated for all cross sections at once. By
with C  a constant. using “Settings/Cross-Section/Update Markers” one can
select which of the markers have to be updated.
Processed data look like follow (Figure 8):
c. Boundary conditions of the flow:
Boundary conditions of the flow are:
• discharge flow upstream of the control section,
downstream;
• tributaries flow;
• condition for convergence solution-end flow, Q = 0;
• water depth, h (1 ÷ 2.0) m;
•weather-wind, currents;
• conditions for Q / h downstream flow (never upstream).
d. Modelling flood
First of all, we need a cross section of the river. The
cross sections are integrated in the MIKE11 simulation
as a function. For example, the function Width (Level).
As a result, forelands with a dike between river and
foreland have to be simulated separately: otherwise the
foreland will already contain water before the water level
reaches the top of the dike. Processed data look like Figure 8 Branch name TOPO1
follow:
Based on topographic data, initial hydraulic data
and data obtained by graphic-analytical and also the
limnimetric key of Timis-Cebza riverbed using MIKE 11
software was simulated a flow specific to a situation of
flood in 2005 (Figure 9).
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ISSN (Print): 1844-6116
Figure 11 Shares riverbed for flood in 2005
Figure 9 Flow simulation for three flow discharge in

2005
The result of the MIKE 11 simulation program
consists of a contemporary representation while during
flood flow path on the Timis-Cebza course, viewing
velocity vector (black, Figure 10) for the entire length of
the river.
Figure 12 The final flow profile along the riverbed

Timis-Cebza
On the length of Timis-Cebza river was represented

the allowance variation of the riverbed, the distribution
of the velocity vector for related shares initially
introduced in the program.
3. CONCLUSIONS
Figure 10 Flow visualization and velocity vector along For studying the flow in the Timis-Cebza riverbed
eroded with environmental risk were analyzed elements:
the riverbed Timis-Cebza location and description of the hydrographic area, data
sources feeding the aquifer basin data sources feeding
the aquifer basin balance flows to the hydrographic area
The final results of modeling with MIKE 11 Timis for 2005, reporting to the climatological normal
program are plotting and maximum rates for the flood of catchment area Timis; morphological and morphometric
2007 (Figure 11) and flow profile along the riverbed elements of the bed of the guests; Timis-Cebza riverbed
Timis-Cebza (Figure 12) . proper flow modeling; risk analysis in the event of
floods.
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Building the model accordingly to Timis-Cebza 4. REFERENCES

basin riverbed assumed the existence of a stage
modeling that was done with the program MIKE 11
situation of 2005, the hydrograph basin Timis-Cebza, [1] DHI-WASY Software IfmMIKE11 2.1, User Manual
based hietogramei rainfall; then simulated the flow along [2] Panaitescu M., Hydraulic modelling and evaluation
the river, indicating the distribution of speeds of flood of surface waters with environmental risk (Modelarea
related natural hydrograph. hidraulicã şi evaluarea apelor de suprafaţa cu risc de
Environmental risk analysis appropriate basin bed mediu), pp.44-47, Editura Nautica, 2016.
Timis-Cebza imposed through some stages of analytical [3] Codea D.M., Timis river flooding in Banat
calculation [10] and construction of flood wave (Romania) in 2005, Politehnica University of Timisoara,
hydrograph and its separation into its basic components, Transylv. Rev. Syst. Ecol. Res. 15- special issue, (2013),
and use the same program to raise MIKE 11 The Timis River Basin
hydrographer. [4] LIFE00 ENV/RO/000986 – Riverlife Project
Following theoretical and experimental findings [5] Government Decision no. 893/2006, amending
about river conditions change in response to the liquid Government Decision nr.1593/2002, approving the
phase flows and sediments are: National Plan of preparedness, response and cooperation
Current depth is directly proportional to fluid flow in marine pollution by hydrocarbons;
and inversely proportional to the flow of solid material [6] https://www.google.ro/maps/
dragged; [7] http://en.wikipedia.org/
• limits the embankments of river bed varies in [8] https://www.mikepoweredbydhi.com/products/mike-
direct proportion to the flow of liquid and solid material; 11
• varying flow is directly proportional to the variation [9] SAJIN TUDOR, NEDELCU DRAGOS-IULIAN,
solid ratio width / depth; Mathematical modeling of the new system for capture of
• slope of the river bed varies in direct proportion to wave energy, Journal pof Technology and Environment,
solid and grain alluvial flow and inversely proportional vol;. 2, pp.55-59, Editura Nautica, 2013.
to fluid flow; [10] Anton, I.A., Panaitescu, m., Panaitescu, F.V.,
• river meanders rate is directly proportional to the Applications in Matlab using Finite element method,
variation in relief and inversely proportional to the solid Journal pof Technology and Environment, vol;. 2, pp.7-
flow. 14, Editura Nautica, 2015.
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VALIDATION OF DIVER’S THERMAL BALANCE EQUATION IN SUBSEA HYPERBARIC

ENVIRONMENT AT AIR DIVING
PhD student eng.Tamara Stanciu

“Diving Center”, 19, 1 May bvd., Constanta, Romania, tamara.stanciu@navy.ro
Abstract: The solution of diver’s thermal balance equation in subsea hyperbaric environment was validated by
experimental diving with air breathing, in the simulator of Laboratory Hyperbaric Diving Center. They were
calculated theoretically end temperatures of divers submerge in heat water (21-22 0C) and cold water (15-17 0C),
with equation (1.3). They were measured temperatures of end diving, for each subject, in each scenario diving
(depth, water temperature, stationary time, thickness suit, etc.). Theoretically temperatures were compared with those
obtained experimentally and the differences between theoretical and real values were 0.1 – 0.5 0C. The mathematical
proposed model is valid for diving in hyperbaric environment simulated wet, up to 60 m depth and for air breathing
gas unit diving.
Key words: diver, theoretical temperature, experimental temperature, validation, air correction factor.
1. INTRODUCTION The positive basal metabolic flux, for men

.
The studies of thermal transfer phenomenal that Q m [W ] is calculated by taking account of metabolic
occur during simulated diving performed in hyperbaric
environment wet have lead to the establishment of heat hm [kcal ] produced by the body in 24 hours,
differential equation of thermal balance of the diver: according to relationship Harris-Benedict [Shepard Roy
J., 2015].
dT . T  Ta .
mcc
dt
 Qm 
R( p )
A  l( p ) ( p ) x( p ) V ( p )  A [m 2 ] - body surface from BSA Diagram [Redlarski
G., 2013]
. (1.1)
  ( p )c V ( p ) T  Ta  .
[Constantin A., 2013] hm [kcal ]  66.4730  (13.7516)m 
 (5.0033)h  (6.7550)a . (2.2)
c  4000 [J/kgK] for a man undressed [Tarlochan F.,
2005] The diver’s thermal balance equation in wet
hyperbaric environment, theoretical determinate, has
provided an easy solution used to estimate the body
temperature depending of stationary time in diving.
.
A
    c V ( p)
 . .  R( p ) ( p ) . .
 Q m  l ( p )  ( p ) x( p ) V ( p )   mc c
t Q l  x
m ( p) ( p) ( p) ( p) V
T(t )   T0  Ta  e   Ta
. .
 A
  ( p) c V ( p)  A
  ( p) c V ( p)
 R( p )  R
  ( p )
. (1.3)
[Stanciu T., Constantin A., 2013]
This solution can be validated by diving air hyperbaric environment wet. This paper is reefer to air
breathing gas unit and saturation diving with heliox, in experimental diving.
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2. THEORETICAL CONSIDERENTIONS supply new data which refer to the evolution of the
human body temperature during the dive, depending on
The differential equation governing heat transfer pressure. The experiments were effectuated in the
through the body, in wet hyperbaric environment was Laboratory Hyperbaric Diving Center, in two stages of
deducted considering two ways of skin (conduction and simulated dives (heat water and cold water), with air, at
convection) and respiratory heat loss (heating and the depths from the testing plan.
humidification of air). To validate the thermal equation, we selected
three subjects A, B and C, with different physiognomies.
. dT On Remarque that divers A and B are supple. Subject C
Q p  mc c  Q m  Qc  Q r . (2.1) is corpulent.
dt
[Stanciu T., 2010]. 3.1. Description of testing procedures for the coetaneous
heat loss
Assumption: Diver’s body is considered a cylinder radius
r0, with parallel walls. [Constantin A., 2002]. In the first stage they were made simulated wet
The conductive and convective thermal flux loss at unit dives, at the depths: 15m with stop at 9m and 30m,
skin level is (2.2) [Constantin A., 2013]. stopping at 21m. Festival the water temperature was 20-
22 oC (heat water).
 1 In the second stage they were made simulated
Qc  K ( p ) T  Ta   (T  Ta ) . (2.2) wet unit dives, at the depths: 0m, 30m and 60m, in cold
R( p ) water (15-17 oC).
Each depth stop was made during 16 minutes.
Global coefficient thermal transfer at skin level K(p) Assumption:
depends on the convection of the layers and the free  To keep a good control to the basal metabolic
convection of suit and water. flux, the subjects stood quietly and this flow
was held constant over time and depth.
Thermal flux at respiratory system has two major  Except extremities (hand’s and feet’s fingers),
components [ Stanciu T., 2012]: the temperature measured from the body
. . . surface, was considered constant.
Qr  Q x  Qs , (2.3) For each depth: 0, 9, 21, 30, 51 and 60[m],
recordings were made of the external temperatures
. . (forearm) and internal temperatures (in the ear), of 2 in 2
Q x  l( p )  ( p ) x( p ) V ( p ) (2.4) minutes, until time τ = 16 min. including.
,
We measured the diver’s temperature before tmi
. .
Q s   ( p ) c V ( p ) T  Ta  .
[C0] and after tmf [C0] diving.
(2.5) We measured the water’s and atmosphere’s
temperatures, from the simulator.
Assumption: As the diver goes in depth, the pressure The measured values were recording in the
regulator delivers air at a higher pressure. Although the bulletins test and then were processed.
respiratory air is saturated, increasing pressure, water The diver A wears a wet suit made of neoprene
vapor remain at a constant pressure, density is constant of 7mm thickness. The diver B wears a wet suit made of
too, temperature remains at 370C (body internal neoprene of 5mm or 7mm thickness. The diver C wears
temperature), so moist air inspired not reach saturation. a wet suit made of neoprene of 5mm thickness.
While pressure increases, specific vaporization latent Temperature gauges used were:
heat l(p) decreases.  1 immerse professional thermometer from the
simulator, Cole - Parmer industrial PROBE
Absolute humidity x (p) decreases. RTD GEN PURP 10" ANSI, connected to the
analyze rack, on digital thermometer;
3. EXPERIMENTAL PROCEDURES 1 digital thermometer with immerse mobile external
sensor.
The studies made in wet environment from the
simulator of Laboratory Hyperbaric Diving Center,
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Figure 1 Entry divers in pressurized water simulator for tests
3.2. Description of testing procedures for the respiratory 4. RESULTS

heat loss
The divers immersed at the depths: 0m, 9m, 21m, The thermal resistance R( p ) [m 2 K / W ] was
30m, 51m and 60m. The measurements for the theoretically determined for each diver, according to his
respiratory heat loss were made in the wet simulator of specific physiologic features, for each depth value: 0, 9,
the Diving Center, outer of the water and the inspiration 21, 30, 51 and 60 [m]. The resistance was corrected
temperature was considered like the water temperature. considering an isothermal compression for the air in the
The expiration temperature was recorded on the mouth, neoprene cells.
by the digital thermometer’s sensor. Simultaneous was
We calculated for each subject, the thermal
recorded the respiratory volume flow rate by a
resistance of the outer layers (of human body and of
spirometer Shiller.
diver’s suit), for the depths: 0, 9, 21, 30, 51 and 60[m]. [
The subjects stood still during the dives and
Stanciu T., 2014]
inspired air from the pressurized precinct, voluntarily
After completing the values of other parameters
controlling their respiratory volume flow rates. For each
from the equation, which depend of pressure (depth), of
diver, we measured the volume flow rate.
water temperature and of internal temperature of the
. subject, we introduced the solution in the program
To determinate the expired flow V the diver Microsoft Office Excel and we calculated the value of 2
inspired air from the precinct and exhaled by the oro in 2 minutes, until the second 3600 (1 hour).
nasal masque to the pressure regulator. He was assisted We designed diagrams with the evolutions of
by another diver who recorded temperature exhaled by theoretical and experimental temperatures in time.
digital thermometer. At surface it picked exhalation In the first seconds, for all diagrams, the
through the pressure regulator, to the spirometer from temperature drop in contact with water cooler, then in
the outside. The spirometer Shiller has accuracy  2% time, the decrease of the slope is smoother.
and it printed diagrams of volume flow rates. In the same time period, the temperature drops
. further, for greater depths.
All these data (tI ,tE , VE and  ) were collected on It observes that for the same subject B, the internal
the surface, by two divers, who surveyed the correct temperature has 1 0C higher, using thicker suit, 7 mm,
work of the hyperbaric chamber. compared to 5mm suit, in the same conditions, excepting
the thickness suit,.
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Subject C (corpulent) lost about 0,5 0C less than We compared the theoretical temperatures values
subject B (supple), in the same conditions and the same (calculated) with the depths measured experimental
diving suit. (see Figures 3 and 4). values
Listed below are a few charts.
Figure 2 Variation of A (thing) theoretical temperature, suit 7 mm, for 5 depths, heat water
Figure 3 Variation of B theoretical temperature, suit 5 mm, for 6 depths, heat water
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Figure 4 Variation of C theoretical temperature, suit 5 mm, for 6 depths, heat water
Figure 5 Variation of A theoretical and experimental temperature, suit 7 mm, for 30 m depth
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Figure 5 Variation of A theoretical and experimental temperature, suit 7 mm, for 30 m depth
Figure 6 Variation of B theoretical and experimental temperature, suit 7 mm, for 30 m depth
At 30 m depth, the real loss of temperature for diver It determinate the solution of theoretical temperature
A (supple) is about 0,5 0C higher than the theoretical variation has the same trend in experimental
temperature. (see Figure 5). temperatures for the same subject, in the same
At 9 m depth, the real loss of temperature for conditions. At 30m depth the real temperatures of divers
diver B (supple) is about 0,5 0C higher than the A and B, in the same conditions, have 0.5 0C difference,
theoretical temperature. At 30 m depth, the experimental after 16 minutes diving. The difference between the
and theoretical temperatures are very close. (see Figure theoretical temperatures calculated for subjects A and B,
6). is 1 0C. (see Figures 8 and 9).
At 30 m depth, the experimental and theoretical
temperatures are very close for diver C. (see Figure 7).
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Figure 7 Variation of C theoretical and experimental temperature, suit 5 mm, for 30 m depth
Figure 8 Variation of A and B theoretical temperature, suit 7 mm, for 30 m depth
Figure 9 Variation of A and B experimenal temperature, suit 7 mm, for 30 m depth
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5. CONCLUSIONS the diver can be utilized to predict the body temperatures

of the subjects, after a given time, depending on the
Fallowing the theoretical and experimental results parameters specified: diving depth, protection suit,
during the tests, it observes that is a difference about o.5 respiratory flow rate.
[0C] between the calculated and measured values at air Analyzing initial assumptions suggest a correction
scuba diving. factor due to loss of heat by radiation, considering the
Figure 10 it can be seen that after 3 hours of dive, fact that the tests were made in terms of simulation, by
diver temperature drops to 21 -220C, depending on pressurizing hyperbaric chamber at a speed that
depth. This phenomenon should be avoided. influence the body’s response. The correction factor
The experimental results were in good accordance is: c a  0,5 [0C].
with the temperature predicted by the mathematical
model. Consequently, the solution of thermal balance of
Figure 10 B subject theoretical temperature drop after 3 hours, for 0 m, 30 m and 60 m
The solution equation T(t) becomes:
  A   ( p ) c V. ( p )
 . .  R( p ) . .
 Q m  l( p )  ( p ) x( p ) V ( p )   t Q m  l( p )  ( p ) x( p ) V ( p )
T( t )   T0  Ta  . e
mc c
 .
 Ta  ca .
A A
   ( p) c V ( p )    ( p) c V ( p )
 R( p )  R( p )
(5.1)
The mathematical model proposed is valid for the diver’s body. In practice the divers move, the metabolic
simulated dives in wet hyperbaric environment, until 60 heat production is higher and the thermal comfort lasts
m depth, with air. longer.
The diagrams showed the most unfavorable Accordance with diving plan it can be appreciated
situation, the most enhanced temperature decrease of the the body’s temperature after the proposed diving time
and can apply appropriate thermal protective strategy to
avoid hypothermia (28oC).
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6. REFERENCES m [kg] - mass diver

h [cm] – height diver
[1] Constantin A., Termotehnica, Ovidius Universiy a [years] – age diver
Press, Constanţa 2002 cc [ J / kgK ] - specific heat body
[2] Constantin A., Stanciu T., Transient heat transfer in
subsea hyperbaric environment, 13thInternational t [s ] - time
Multidisciplinary Scientific GeoConference SGEM, .
Marine and Ocean Ecosystems, Albena Bulgaria, iunie Q m [W ] - metabolic heat flux
2013 T [K] – internal temperature body
[3] Redlarski G. and Tojza P. M., Computer supported
[W ] - heat flux lost at skin level
analysis of the human body surface area, International
Journal of Innovative Computing, Information and
Control, vol. 9, pg. 1804, May 2013 - thermal resistance of the outer layers of
[4] Shepard Roy J., Physical Performance and Dietary human body
Restriction, pg. 16, www.books.google.ro, 2015
[5] Stanciu T., Anca Constantin, Experimental
[W ] - heat flux lost at respiratory level hm [kcal ] 
determination of the thermal flux density variation lost in metabolic heat produced by the body in 24 hours
time by a diver, Annals of the Oradea University, global coefficient thermal transfer at skin level
Fascicle of Management and Technological Engineering, .
Volume IX (XIX), pp3.59-3.67, 2010. Q x - latent heat flux that brings the inhaled dry air to
[6] Stanciu T., Experimental determinations of the
respiratory thermal losses during the diving, Annals of 100% humidity exhaled air;
the Oradea University, Fascicle of Management and .
technological engineering, 2012 Q s - sensible heat flux that increases the inhaled air
[7] Stanciu T., Constantin A., Adumitresi C., Transferuri temperature to the body temperature
termice în mediul hiperbar umed, A.O.S.R. “Sesiunea
Ştiinţifică de Primăvară, Universitatea Politehnică
l( p )[ J / kg ] - specific vaporization latent heat
Bucureşti, 9 mai 2014.
[8] Tarlochan F., Ramesh S., Heat transfer model for  ( p ) [kg / m 3 ] - gas density
predicting survival time in cold water immersion, x( p)[kg / kg ] - absolute humidity of respiratory gas
Biomedical engineering-applications, basis &
communications, august 2005 .
V ( p ) [ m 3 / s ] - respiratory volume flow rate
ANNEX NOTATIONS c[ J / kgK ] - air specific heat at constant pressure
.
ca – air correction facto
Q p [W ] - metabolic heat lost by the diver
57
ISSN (Print): 1844-6116
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ISSN (Print): 1844-6116
CONSTRUCTION TESTING OF AN OFFSHORE PIPELINE USING NUMERICAL

METHODS
Liviu – Constantin Stan1

1
Romania, e-mail address:liviustan14@yahoo.com
Abstract: The production of oil and gas from offshore oil fields is, nowadays, more and more important. As a result
of the increasing demand of oil, and being the shallow water reserves not enough, the industry is pushed forward to
develop and exploit more difficult fields in deeper waters. In this paper, there will be deployed the new design code
DNV 2012 in terms of checking an offshore pipeline as compliance with the requests of this new construction code,
using the Bentley Autopipe V8i. The August 2012 revision of DNV offshore standard, DNV-OS-F101, Submarine
Pipeline Systems is supported by AutoPIPE version 9.6. This paper provides a quick walk through for entering input
data, analyzing and generating code compliance reports for a model with piping code selected as DNV Offshore
2012. As seen in the present paper, the simulations comprise geometrically complex pipeline subjected to various and
variable loading conditions. At the end of the designing process the Engineer has to answer to a simple question: is
that pipeline safe or not? The pipeline set as an example, has some sections that are not complying in terms of size
and strength with the code DNV 2012 offshore pipelines. Obviously those sections have to be redesigned in a manner
to meet the conditions.
Key words: design check, DNV 2012 code, numerical methods, offshore pipelines, submarine pipeline system.
1. INTRODUCTION fail. Alternatively, it may cause damage to pipeline

coatings, such as cracking of concrete [2].
The production of oil and gas from offshore oil Submarine pipeline stability is governed by the
fields is, nowadays, more and more important. As a fundamental balance of forces between loads and
result of the increasing demand of oil, and being the resistances.
shallow water reserves not enough, the industry is This approach to stability design of pipelines was
pushed forward to develop and exploit more difficult incorporated into DNV’s Rules for Submarine Pipeline
fields in deeper waters [1]. Systems issued in 1976 and was the basis of design for
Deepwater pipelines are used to carry oil and gas many pipelines around the world [3].
from wellheads and manifolds to platforms or to shore. It was known from experimental research that the
Figure 1 shows a simple representation of a deep-water hydrodynamic loads on a pipeline could be very much
installation, with the flow lines on the seabed and the higher than in the DNV ’76 model. In 1981, DNV’s
risers, a section of pipeline from the seabed to platforms revised rules incorporated a much more realistic
or ships. hydrodynamic model.
As a consequence of the extremely severe work This created an anomaly - the new approach
conditions, the constructors of deep-water pipelines need suggested many of the existing pipelines designed to
tubular products with enhanced resistance to withstand DNV ’76 were unstable. However, annual surveys
all the loads that will be applied to the pipeline, both showed no evidence of a wide-spread problem. The
during its construction and in operation; among them: explanation lay in the lateral resistance of a pipeline to
internal and external pressure, bending, fatigue, tension, movement also being very much higher than predicted
compression, concentrated loads, impact and thermal by the simple model. It was shown experimentally that
loads, impact and thermal load. during a storm a pipeline undergoes small displacements
If a pipeline is not stable, then it will move under under the action of wave forces, gradually digging itself
the actions of waves and currents. This is a problem into the seabed. The pipeline therefore had small soil
since the movement will cause bending stresses in the berms either side, providing increased resistance to
pipeline, which may then cause the pipe to fatigue and movement and greater hydrodynamic shielding.The
results of this research were incorporated into AGA’s
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ISSN (Print): 1844-6116
suite of stability design software, providing a state of the The pipe has three segments, one of the end of the
art approach. The first pass approach to pipeline stability second Riser2 (Nominal Diameter 200 mm), second is
is a simple force balance model in 2 dimensions. It is the Raiser 2 and the rest of the flow line with the
the basis of the design methodology used in: ND=300 mm. The Raiser 1 pipe has the ND=250 mm.
 DNV ’76 + ’81 The material of the pipes is CMN-415 steel (as per DNV
 AGA Level 1 stability software 2012).
In this paper, it will be deployed the new design The load cases are as per the construction code as
code DNV 2012 in terms of checking an offshore follows:
pipeline as compliance with the requests of this new  Operating Pressure and Temperature data for 3
construction code, using the Bentley Autopipe V8i. The ‘T’ cases
August 2012 revision of DNV offshore standard, DNV-  Earthquake loading cases: E1 and E2
OS-F101, Submarine Pipeline Systems is supported by  Wind loading cases: W1 and W2
AutoPIPE version 9.6. This paper provides a quick walk  Wave loading cases: Wave2 and Wave 3 (One
through for entering input data, analyzing and generating case for accidental)
code compliance reports for a model with piping code  User loads: U1 and U2 (Interference loads, may
selected as DNV Offshore 2012. be from trawling)
 Soil Properties: SND11A
2. MATERIALS AND METHODS
2.2. Pressures and temperatures
2.1. Structure geometry selection
The depth of the water is taken as 70 m and the
In order to input the geometry of the offshore external pressure exerted upon the pipe calculated as a
pipeline, the Bentley Autopipe V8i software will be consequence. The fluid circulating inside the pipe will
used. Structure geometry shall be selected based on follow three distinct cases:
various requirements such as routing, sizing of the Case 1-Pressure 0 MPa (r) and temperature 200C
pipeline considering various process parameter, thermal corresponding to the pipeline at rest with no fluid
design etc. The pipeline is part of an offshore field circulating inside.
development, as seen in the figure 1 below [4]: Case 2-Pressure 1.379 MPa (r) and temperature
600C corresponding to the normal operation of the
pipeline.
Case 3-Pressure 2.7579 MPa (r) and temperature
900C corresponding to the upset operation condition of
the pipeline.
2.3. Soil properties
The model of soil is the SND11A which is a sandy

type of soil (figure 2).
Figure 1 The offshore pipeline field development Figure 2 Soil properties
The model contains a pipeline with two vertical legs The process of defining a buried piping system is a
and a buried horizontal pipe representing pipeline resting combination of user defined piping points, and internally
on sea bed. generated (by AutoPIPE) soil points. The user only
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ISSN (Print): 1844-6116
needs to define piping points for identifying the

following critical parts of a buried piping system:
 As required by changes in the system geometry.
 For specification of piping components (e.g.
valves, reducers, flanges, anchors, etc.).
 Where soil properties change.
 Where the maximum spacing (between the
internally generated soil points) defined for the
current soil identifier is to be changed.
2.4. Earthquake load cases

Figure 4 Wind load cases
AutoPIPE can define a series of forces action on a
The wind loads cases are based on ASCE-7-98 code
structure to represent the effect of earthquake ground
and for instance the Wind load case W1 has the speed of
motion. This method assumes that the structure responds
the wind of 136.7 km/h on the OX direction (figure 4).
in its fundamental mode. For this to be true, the structure
must be low-rise and must not twist significantly when
2.6. Wave loads
the ground moves. The acceleration is typically
calculated from the natural period of the structure, and
The Load/Wave is defined inside the simulation to
applied to the mass of structure to obtain a force.
model the effect of ocean waves impacting a partially
Static seismic loads are given in factors of gravity, g.
submerged piping system.
As an example, if a static seismic acceleration of 0.5 g's
The following fields/parameters are provided in the
is applied on the x-axis, a force equal to half the systems
Wave Load dialog: Wave data name, Wave type, Load
weight is turned into a uniform load in the x-direction.
case, Water - Elev., Water Depth, Water density, Phase,
AutoPIPE supports the custom creation of these
Wave - Height and Period, Coeff. - Drag and Inertia,
accelerations in the X-, Y- and Z-axes, or can generate
Direction - DX, DY, DZ, Depth Fields.
accelerations automatically using for instance ASCE
2010 code (figure 3):
Figure 3 Seismic cases

Figure 5 Wave load cases
2.5. Wind load cases
The load cases will be Wave 2 and Wave 3. For
instance, Wave 2 deploys Stokes wave theory, with the
wave height of 15 m (under storm conditions), period 12
sec. and the wave current velocity varying from 0.7
m/sec at 12 m depth to 0.25 m/sec at 70 m depth (figure
5).
2.7. Buoyancy loads
The Load Buoyancy command enables us to model

the piping system as partially or fully submerged in a
fluid (usually sea water) by defining a height of fluid
(and related properties) in which the piping system is
partially or fully submerged. The buoyant force applies
61
ISSN (Print): 1844-6116
an upward pressure on the system, effectively reducing For the point A41 for instance the displacement in
the weight of the submerged piping. AutoPIPE includes OX direction is 14 mm and in OY direction is 73 mm.
the buoyancy load in the gravity load case (GR) for
analysis. 3.3. Mode shapes
3. RESULTS AND DISCUSSION The pipeline structure has its own natural
frequencies and mode shapes. For instance, the first
The goal of all the calculations is to identify natural frequency is 1.23 Hz and the mode shape is given
whether or not there are sections of the offshore pipeline in the Figure 8 below:
with a poor behaviour under the load combinations set
by the design standard.
3.1. The stress inside pipeline sections
The axial stresses act normal on the member section

being by all means a normal stress. For our calculated
platform these maximum stresses are shown in the figure
below:
Figure 8 The mode shape for the first natural frequency
3.4. Soil reactions
During various loads acting upon the pipeline the

soil will oppose different reactions mainly in the Anchor
points. For example, for the anchor point A32 near the
critical zone, the maximum reaction is 9587 N/mm in
longitudinal direction as seen in the Figure 9 below:
Figure 6 Stresses inside the pipeline
The maximum values are within the range of 400

MPa, far above of the allowable stresses imposed by the
code (figure 6).
3.2. The displacements
The calculated displacements are following the load

cases considered in the simulation.
For instance, for the Thermal loading case 3 with
the upset conditions the displacements are given in the Figure 9 Soil reaction
Figure 7 below:
4. CONCLUSIONS
The offshore pipelines designing is an intricate

enterprise following very demanding designing codes
since at stake is the integrity of multi-million dollars’
investments in offshore oil and gas exploitation facilities.
The rupture of a live oil pipeline can have disastrous
effects over the environment and sea biota with serious
penalties coming from the regulatory.
As seen in the present paper, the simulations
comprise geometrically complex pipeline subjected to
Figure 7 Thermal displacements for Case 3 various and variable loading conditions.
62
ISSN (Print): 1844-6116
At the end of the designing process, the engineer 5. REFERENCES

has to answer to a simple question: is that pipeline safe
or not? [1] Gerwick B. C., 1986, Construction of Offshore
The pipeline set as an example, has some sections Structure, John Wiley & Sons, Inc
that are not complying in terms of size and strength with [2] Dawson T. H., 1983, Offshore Structural
the code DNV 2012 offshore pipelines. Obviously those Engineering (Prentice-Hall)
sections have to be redesigned in a manner to meet those [3] Ministry of Science & Technology, 1985,
conditions. Development of Design Technology of Offshore
Platforms for Offshore Oil Production. Jacket Type
Tower Structure Design .KAIST
[4] Calimanescu I., Radu I. and Buzbuchi N., 2015,
Computer aided design of offshore structures,
(Constanta, Editura Nautica)
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CAVITATION AROUND PROPELLERS EQUIPPED WITH ENRGY SAVING DEVICES
Vasilescu Mihail – Vlad
Constanta Maritime University, Faculty of Naval Electro-Mechanics, 104 Mircea cel Batran Street, 900663, Constanţa,
Romania, e-mail vladmihail_2005@yahoo.com
Abstract: The main focus of this article is the development and use of clean renewable energy sources – energy
saving devices, on ships. These mechanisms improve the propulsion performance and lower the fuel consumption of
the ship using reaction fins for low-speed full ships and stator fins for high-speed slender ships. By using CFD -
fluid flow computer program, we analyzed and evaluated the cavity propellers on ships equipped with energy-saving
mechanism, including keel and rudder. This helps in understanding the flow characteristics such as pressure
distribution on the propeller that would otherwise require many hours of effort and experimental analysis. The result
is a high degree of propeller optimization and of the mechanism with the role of energy saving.
The main reason of this article is to try to reduce cavitation around the propeller and show a modality for reducing
ship pollution, so the quantity of fuel used, that mince, to reduce the price of transportation and it becomes a method
of saving money for the ship owners and charters.
Key words: Hull; Ship; Cavitation; Energy; Propeller.
1. INTRODUCTION
The first legislation in the world for control

emissions in shipping industry and lowering fuel
consumption for new and existing ships was been
conducted.
This legislation is applying from 1 January 2013
and is made up of 4 parts. As a result, we note the
significant reduction of emissions and reduce fuel
consumption.
Many energy saving devices have been developed Figure 1 Bulb optimization
to improve the fuel economy, that mince reducing in the
cost of fuel and represents a saving for ship owners and NYK shipping company modified on one of their
charterers. container ships the bulb. As a result they had a
Mitsubishi Heavy Industries have developed a ship reduction of more than 23 % carbon dioxide (CO2)
bulb, which has the right shape depending of the type of emissions over half a year, greater than the amount
the ship. This bulb reduces the ship resistance through estimated prior to the tests.
the waves.
The properly designed bulbous bow has the role to
reduce wave-making resistance by producing its own
wave system that is out of phase with the bow wave
from the hull, creating a cancelling effect and overall
reduction in wave making resistance. The flow is more
horizontal, reducing eddy effects at the forward bilge.
Physical factors considered in bulb optimization include:
volume, vertical extension of the centre of volume,
longitudinal extension and shape.
Figure 2 NYK ship bulb optimization
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Mitsubishi Heavy Industries have developed also To eliminate these disadvantages, we use CFD
Mitsubishi Air Lubrication System (MALS), which (flow dynamic computer program) to estimate cavitation
covers the hull of the ship with some mill bubbles that by analyzing and interpreting flows around the propeller,
have the role in reducing friction; no other effective way rotating in rear hull, considering the hull, rudder and
to lower frictional resistance of the hull in the water have rescue device power simultaneously. By using the result
been proposed for many years, even if it represents 50 to of this analysis for designing new propellers, we have
80%. developed energy saving devices which are equipping
The first new ship which was equipped with a the propellers, safe and efficient, with minimal risk of
MALS has reduced energy consumption by about 10%. erosion.
Over time various technologies were created for the
purpose of propulsion efficiency and energy saving. 2. DIFFERENT TYPES OF PROPELLER
In response to the requirements of technology with CAVITATION
the role in energy saving, different shipyards have
developed this kind of mechanism to achieve this goal. There are different types of propeller cavitation that
Mitsubishi Heavy Industries have developed can occur on a marine propeller as:
mechanisms with the role in energy saving and a. tip vortex cavitation;
propulsion performance since 1980. b. sheet cavitation;
c. cloud cavitation;
They develop two systems: d. bubble cavitation;
a. Fins reaction represents installation of e. root cavitation;
palettes before the main propeller on the main ax f. face cavitation;
intended to improve efficiency propulsion, rotating them
g. boss vortex cavitation.
due to water current flow when the main propeller
rotates. It is used for ships that do not develop a high
cruising speed like tanks and LPG (Liquefied Petroleum
Gas carriers).
b. Stator fins is installing on the helm of some
paddles behind the main propeller, intended to improve
the efficiency of propulsion, by turning due to water
current flow when the main propeller rotates. It is used
for ships that can develop a high speed cruise, which
have a supple hull form, such as car carriers and
container ships.
Numerous benefits were brought by the
development of these types of energy saving devices.
By installing such a device around the propeller

shaft, water currents flowing around the main propeller
will be more complex, making it difficult to predict
cavity phenomenon. If cavity occurs on a propeller it is Figure 3 Different types of propeller cavitation
causing problems such as poor performance, erosion and
noise. a. Tip vortex propeller cavitation – is due to low
pressure within the vortices shed at the blade tips.
Before designing or assessing a propeller equipped b. Blade sheet cavitation - occurs when large
with an energy saving device it requires an examination suction pressures build up near the leading edge of the
review and a verification of cavitation characteristics of blade resulting in the back of the blade being covered
such device. with a sheet of bubbles and is largely a function of the
angle of attack of the propeller blade sections to the
Theoretical methods and experimental models were varying wake field encountered as the propeller rotates.
used to predict the cavitation on the propeller. c. Cloud cavitation - is frequently found close to
Theoretical methods require numerous assumptions and the collapse area of sheet cavitation and is extremely
are less secure when there are significant shifts flow aggressive due to the damaging effects of the collapse of
conditions, while experimental models are more large numbers of bubbles and should always be treated
expensive and they require a fairly long time for building with caution and must be eliminated.
the model, especially when multiple versions are
required.
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ISSN (Print): 1844-6116
d. Bubble cavitation - occurs at mid chord and is propeller. Stator vane must be installed behind the
usually associated with too high a curvature or camber of propeller. He cancels the current flow generated by the
the blade sections. propeller. Stator fins create resistance, so is suitable for
e. Root cavitation - appears at different times in ships with a low speed cruising, where the resistance is
the propeller’s rotation if the circulation round the root is smaller comparing with the effect of rotation flow
sufficiently strong and can be sufficiently aggressive to recovered due to slower flow on aft. The reaction blades
cause erosion damage to the boss. may not apply to ships with a big cruising speed, with a
f. Face propeller cavitation - occurs on the driving slim body, where the resistance is high due to high
face of the propeller and is often due to an incorrect velocity flow of water currents. A stator vane generates
pitch distribution along the length of the blade resulting energy.
in the tip pitch being too small and the blade sections
developing a negative angle of attack. 4. CFD ANALYSIS OF HULL,
g. Boss / hub vortex cavitation - is usually due to a PROPELLERS AND ENERGY SAVING DEVICES
high angle of incidence between the direction of flow of
the water and the blade leading edge in way. The equation used for CFD analyze consists of
A propeller is said to be fully cavitate / super incompressibility equation of Navier-Stokes and
cavitate when the whole of the back is covered in sheet continuity equation, which were divided in a high finite
cavitation. volume of method using an unstructured grid. Network
assessment is including fix areas which define a space
3. THE PRINCIPLE OF ENERGY SAVING (hull, rudder, devices used for energy saving) and the
DEVICES area fixed for the rotating propeller. At joints an
adjustable network promises continuity and preservation
Energy saving devices are based on energy saving of natural values which have been used. Two turbulent
technology and are installed around the shaft propeller flow equations models are closing the equation set. The
for improving propulsion efficiency. cavity model was based on the Rayleigh-Plesset
Energy saving devices are designed to recover the equation, which describes the movement of a single
energy lost through rotating the propeller of the bubble.
ship. Depending on the energy recovered are several
types: To be under test conditions of a large cavities -
I. Devices that recovers the propeller flow; tunnel (HYKAT) at the Experimental institute for tanks
II. Devices that reduce the propeller load; from Germany HSVA (Hamburgische Schiffbau
III. Devices that scatter the vortex created by the Versuchsanstalt GmbH), calculated targets, hull,
propeller hub. propeller, rudder and flaps reaction have been placed in a
The reaction and stator fins described above are field that reproduces the measurement points in a
included in (I). Those from Mitsubishi Heavy Industries cavitation tunnel - Figure 5.
conducted Mitsubishi Advanced Propeller (MAP), a
propeller with a large diameter which is cataloged in (II)
with a low speed and HVFC - Hub Vortex Free Cap,
which is included in (III).
Reaction fins consist in more vanes installed in
front of the propeller (Figure 4), which due to water
current influx, is rotating in opposite direction of the ship
Figure 5 Calculating grid used for analyze the hull,
propeller and fins reaction as a unit
5. EXEMPLES OF CFD APPLICATIONS AT

ENERGY SAVING DEVICES WHICH ARE
EQUIPPING THE PROPELLERS
5.1 Fins Reactions
Figure 6 envisages the inflow of the propeller, for

the cases with or without the reaction of the blades. The
results show that the fins are generating reaction flow in
Figure 4 Principle reaction of stator fins reverse rotation sense of the propeller.
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The angle of fine installation blades can be

optimized based on these results.
Speed distribution of mass in the direction is shown by
the outline, blue means high speed and the flow rotating
is indicated by the vectors. The flow field without the
rotational fins is symmetrical.
Figure 6 Prediction of flow fields of the propeller influx

with or without blades response
Despite this, the flow field generated by the reaction

fins, of rotational flow, has the flow in opposite direction
of the propeller - clockwise.
Figure 7 shows the cavitation calculations for two Figure 8 The appearance of the cavity behind the
different propellers A and B, which are rotating in the propeller B
flow field shown in Figure 6.
Figure 8 compares the cavitation occurrence of the
propeller B obtained from CFD with a design based on
experimental data. Calculated area for the occurrence of
cavitation sheet at the back, was almost identical to the
experimental results. Also, the calculations reproduced
the cavitation sheet caught in the vortex.
These results demonstrate that the unified CFD
analysis lows the prediction of cavitation generated by
an engine equipped with reaction fins.
CFD analysis is effective for designing a reliable
high performance propeller without cavitation sheet. He
is already being used on oil tankers.
Figure 7 Comparison between the appearance of cavity 5.2 Stator Fins

on the propeller A and B
For propeller A, sheet cavitation occurs on the

suction side (the sides curved with blade) and the
cavitation sheet occurs on the face where is the pressure
(back part).
Usually, a propeller is designed to prevent
cavitation. When this occurs, is eliminated on the blade
surface, increasing the risk of erosion due to cavitation
phenomena. Propeller B prevents appearance of
cavitation and therefore has a low risk of erosion by it. Figure 9 Distribution of pressure around the propeller
equipped with stator
Figure 9 shows the results of CFD for a propeller

equipped with stator fins. This figure shows the surface
pressure distribution obtained from ship hull analysis,
propeller, rudder and fin stator as a unit.
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ISSN (Print): 1844-6116
Surface pressure distribution of the propeller blades, By using this method, useful information, such as
stator fins and rudder had followed the same trend. the flow and pressure distribution around a propeller in
There was a decrease in pressure on the negative real operating conditions can be visually displayed for
pressure side of the stator fins and an increase in engineers; this data is difficult to measure
pressure at the leading edge of the rudder. experimentally. This allows us to improve and optimize
Based on the predicted flow field and pressure the propeller and energy saving devices.
distribution around the stator fins, a highly efficient
stator fins, can be designed by optimizing the number 7. REFERENCES
and mounting angle of the stator fins installed behind the
propeller. [1] ANTHONY F. MOLLAND, The marine engineering
reference book - a guide to ship design, construction and
6. CONCLUSIONS operation”, Elsevier, 2008.
[2] SATO, K. ET AL., Numerical Prediction of
The importance of reduction of energy consumption Cavitation and Pressure Fluctuation around Marine
of ships will increase in response to the appearance of Propeller, Proceedings of the 7th International
the first international regulation of emissions Symposium on Cavitation, 2009.
controlling for shipping industries and increase of oil [3] KAWAKITA, C. ET AL., Prediction of Unsteady
prices. Cavitation on Propeller in Consideration of Hull and
Rudder Using CFD, Conference proceedings, the Japan
We will continue to develop fuel efficient ships and Society of Naval Architects and Ocean Engineers, Vol.
extremely reliable for proper design using CFD analysis 13, 2011.
based on performance prediction tools. [4] http://www.resolvedanalytics.com
This paper introduced CFD technology in the designing [5] http://www.cehipar.es
of propellers, serving to predict the occurrence of [6] http://www.iims.org.uk
cavitation on energy saving devices, by analyzing the [7] http://www.green4sea.com
hull, propeller, rudder and energy saving device as a
unit.
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ISSN (Print): 1844-6116
70
PUBLISHED SINCE 2008
ISSN:1844-6116
ON LINE SINCE: 2008
PUBLISHED BY: Editura Nautica/ Constanta Maritime University

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Journal of Marine Technology and Environment Year 2016, Vol.

Journal of Marine technology and Environment Year 2016, Vol.2

This Journal has been founded in 2008 as a biannual publication of

Vice Editor in Chief

A REVIEW OF THE USE OF ECDIS FOR THE SAFETY OF NAVIGATION

IMPLEMENTATION OF A NEW INTEGRATED MUNICIPAL WASTE SYSTEM IN

STUDIES CONCERNING THE STRUCTURAL RESPONSE OF THE

CURRENT STATE OF SLUDGE PRODUCTION, MANAGEMENT, TREATMENT

PERSONALITY FACTORS AFFECTED JOB INVOLVEMENT IN CONTAINER

COMPARATIVE PERFORMANCE ANALYSIS OF R134a AND R290/R600a

THE SHORTEST PATH PROBLEM WITH UNCERTAIN INFORMATION IN

DATA OF POLLUTION ON SURFACE WATER AND GROUNDWATER

VALIDATION OF DIVER’S THERMAL BALANCE EQUATION IN SUBSEA

CONSTRUCTION TESTING OF AN OFFSHORE PIPELINE USING NUMERICAL

CAVITATION AROUND PROPELLERS EQUIPPED WITH ENRGY SAVING

Journal of Marine technology and Environment Year 2016, Vol.2

A REVIEW OF THE USE OF ECDIS FOR THE SAFETY OF NAVIGATION

Key words: ECDIS equipment, navigation incidents, ships, safety of navigation.

1. INTRODUCTION The transition to ECDIS covers a six-year

Journal of Marine technology and Environment Year 2016, Vol.2

Figure 4 Navigation chart of the accident area [9]

Figure 2 Navigation chart of the accident area [7]

Journal of Marine technology and Environment Year 2016, Vol.2

Figure 7 The original and revised planned routes [10]

2.3. CSL THAMES

2.3. CFL PERFORMER

Figure 8 AIS tracks of CSL THAMES (red line) and the

From the MAIB investigation report resulted that

Journal of Marine technology and Environment Year 2016, Vol.2

The inadequate use of the ECDIS equipment can

[1] MSC.232(82), Adoption of the Revised Performance

Journal of Marine technology and Environment Year 2016, Vol.2

IMPLEMENTATION OF A NEW INTEGRATED MUNICIPAL WASTE SYSTEM IN

Catalin ANTON 1, Iulia-Alina ANTON 2, Fanel-Viorel PANAITESCU 2 & Mariana PANAITESCU 2

Key words: waste, management, county, Constanta.

1. INTRODUCTION construction waste by 2020. The Directive introduces a

Journal of Marine technology and Environment Year 2016, Vol.2

associations to approach waste management on a joint 2. STUDY AREA

Journal of Marine technology and Environment Year 2016, Vol.2

Journal of Marine technology and Environment Year 2016, Vol.2

Journal of Marine technology and Environment Year 2016, Vol.2

• Waste & biodegradable waste and street waste will be 4. CONCLUSIONS

[1] European Commission, Being wise with waste: the

Journal of Marine technology and Environment Year 2016, Vol.2

Journal of Marine technology and Environment Year 2016, Vol.2

STUDIES CONCERNING THE STRUCTURAL RESPONSE OF THE

Duse A.E.1, Varsami C. 2 , Panaitescu M. 3, Panaitescu F.V. 4 & Grosan N. 5

Key words: response, ship, refloating, model, propeller, force.

1. INTRODUCTION and structural loads generated by the respective situation

Journal of Marine technology and Environment Year 2016, Vol.2

Figure 3 Execution stages for the three dimensional

Figure 1 VLCC Ship, chosen for developing the

The execution of the hull had as a basis the ship’s

Figure 3 Execution stages for the three dimensional

Figure 2 The basic Body plan for the mathematical

In order to simplify the modelling process, limited

Figure 3 Execution stages for the three dimensional

It was considered that the plating parts have a width

Journal of Marine technology and Environment Year 2016, Vol.2

2.1 Determination of loads applied to the model:

Figure 6b. Speeds’ variation in the floating plan

Figure 4 Determination of the calculus domain [2]